Category: Aviation Historian

28 March 1895 – 9 July 1918

April 2, 1918,Over France

Captain McCudden’s Victoria Cross is exceptional as it was awarded, not for one particular event of Valour, but for his long operational fighting career, consistent prowess and devotion to duty. He was awarded no fewer than seven awards for gallantry.

He was also a rare example in those times of strict class hierarchy of a soldier selected for pilot training who rose from the most basic rank and was subsequently granted a Commission; trainee pilots then being largely selected from those already of officer rank. It is also noteworthy that, although he signed on as a Boy Soldier in 1910, aged 15, he was a Major at his death.

James McCudden’s Victoria Cross
(Photographs reproduced with the kind permission of
the Royal Engineers Museum, Library & Archive)

 

For a detailed biography and record of his military career, this author commends ‘For Valour: The Air VCs’ (see bibliography), a copy of which is held by the RAF Museum’s Reading Room in London.

On the ground, fighting on the Western Front had been static since late 1914, with set piece battles by each side achieving gains measured in yards against casualties counted in the tens of thousands. In 1914, air power was virtually non-existent – aircraft barely able to support the weight of their pilots.

McCudden beside his Vickers F.B. 16D Serial A8963 (RAF Museum PC/74/17/52)

First use was for reconnaissance – ‘what is over the next hill?’ – by the pilot taking paper notes. And artillery spotting, dropping target corrections to the artillery. Then they began to evolve. Reconnaissance aircraft with cameras. But you don’t want to let the enemy see what you are doing.

So scout aircraft (now called fighters) to prevent them. And ground attack, with the development of role-specific design: scouts, reconnaissance and ground-support, then finally bombers. By 1917, air power was a tangible part of the fighting forces on both sides.

McCudden seated in an SE 5a (RAF Museum PC/74/17/189)

The London Gazette Tuesday 2 April 1918

‘His Majesty the KING has been graciously pleased to approve of the award of the Victoria Cross to the undermentioned Officer: — 2nd Lt. (T./Capt.) James Byford McCudden, D.S.O., M.C., M.M., Gen. List and R.F.C. for most conspicuous bravery, exceptional perseverance, keenness, and very high devotion to duty.

Captain McCudden has at the present time accounted for 54 enemy aeroplanes! Of these 42 have been definitely destroyed, 19 of them on our side of the lines. Only 12 out of the 54 have been driven out of control. On two occasions, he has totally destroyed four two-seater enemy aeroplanes on the same day, and on the last occasion all four machines were destroyed in the space of 1 hour and 30 minutes.

‘S.E.5a of 56 Squadron flying left to right, whilst Hannover descends after being shot down by McCudden.’ Artist Edgar J. March (RAF Museum FA 03208)

While in his present squadron he has participated in 78 offensive patrols, and in nearly every case has been the leader. On at least 30 other occasions, whilst with the same squadron, he has crossed the lines alone, either in pursuit or in quest of enemy aero-planes.

The following incidents are examples of the work he has done recently: — On the 23rd December, 1917, when leading his patrol, eight enemy aeroplanes were attacked between 2.30 p.m. and 3.50 p.m. Of these two were shot down by Captain McCudden in our lines.

Combat report by McCudden 9 January 1918
(RAF Museum AC1997/93/356002)

 

On the morning of the same day he left the ground at 10.50am and encountered four enemy aeroplanes; of these he shot two down. On the 30th January, 1918, he, single-handed, attacked five enemy scouts, as a result of which two were destroyed.

On this occasion he only returned home when the enemy scouts had been driven far east; his Lewis gun ammunition was all finished and the belt of his Vickers gun had broken. As a patrol leader he has at all times shown the utmost gallantry and skill, not only in the manner in which he has attacked and
destroyed the enemy, but in the way he has during several aerial fights protected the newer members of his flight, thus keeping down their casualties to a minimum.

Rumpler C.V. shot down by McCudden near Mazingarbe 21 October 1917
(RAF Museum PC74/17/82)

This officer is considered, by the record, which he has made, by his fearlessness, and by the great service which he has rendered to his country, deserving of the very highest honour.’

Major McCudden died in a flying accident whilst returning to the Western Front from an appointment commanding a training establishment in Scotland.

Grave (© The War Graves Photographic Project www.twgpp.org)

He lies in the Commonwealth War Graves Commission’s Wavans British Cemetery.

His VC is held by the Royal Engineers Museum, Chatham.

Credits:

• Citation: London Gazette 2 April 1918
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

3 December 1897 – 14 May 1968

March 30, 1918, over Italy

Lieutenant Jerrard has the distinction of being the only member of the RFC/RAF to have been awarded a VC on the Italian Front, where British and Italian armies were facing Austro-Hungarian forces.
 Jerrard’s personal VC (RAF Museum 80D551)

Lieutenant Jerrard was a member of 66 Squadron based at San Pietro-in-Gu, just north of Gossa. On 30 March, 1918, he and two other pilots flew an offensive patrol towards Austrian lines; Jerrard was in Sopwith Camel B5648.

Sopwith Camel with unknown RFC officers (RAF Museum X003-2602/1544)

THE LONDON GAZETTE WEDNESDAY, 1 MAY, 1918

‘His Majesty the KING has been graciously pleased to award the Victoria Cross to the undermentioned Officer of the Royal Air Force, for services displaying outstanding bravery: — Lt. Alan Jerrard, Royal Air Force (formerly of the South Staffordshire Regiment).

Sopwith Camel in flight (RAF Museum X003-2602/15886)

When on an offensive patrol with two other officers he attacked five enemy aeroplanes and shot one down in flames, following it down to within one hundred feet of the ground. He then attacked an enemy aerodrome from a height of only fifty feet from the ground, and, engaging single-handed some nineteen machines, which were either landing or attempting to take off, succeeded in destroying one of them, which crashed on the aerodrome.

Restored Sopwith Camel at RAF Museum London circa 2014

A large number of machines then attacked him, and whilst thus fully occupied “he observed that one of the pilots of his patrol was in difficulties”. He went immediately to his assistance, regardless of his own personal safety, and destroyed a third enemy machine. Fresh enemy aeroplanes continued to rise from the aerodrome, which he attacked one after another, and only retreated, still engaged with five enemy machines, when ordered to do so by his patrol leader.

Jerrard captured by Austrian troops after crashing (RAF Museum PC/71/19/28/4)

Although apparently wounded, this very gallant officer turned repeatedly, and attacked single-handed the pursuing machines, until he was eventually overwhelmed by numbers and driven to the ground. Lt. Jerrard had greatly distinguished himself on four previous occasions, within a period of twenty-three days, in destroying enemy machines, displaying bravery and ability of the very highest order.’

Image reference: (RAF Museum X004-7598/021)

The exact circumstances of the combats for which the VC were awarded are contentious: the British and Austrian records differing markedly. A comprehensive analysis may be found in Bowyer’s ‘For Valour’, a copy of which is held by the RAF Museum’s Reading Room in London (see Bibliography).

At the end of the action, Jerrard was finally shot down and captured, spending the remainder of the war as a PoW. After repatriation, he resumed an RAF career but in 1933 was forced by ill health to retire.

He was cremated at the Exeter & Devon Crematorium, Exeter; his ashes were interred at Uxbridge and Hillingdon Cemetery, Middlesex, where his name is incorporated into a family headstone.

Jerrard family grave
(Author via The War Graves Photographic Project www.twgpp.org)

His VC is held by the Royal Air Force Museum. The decoration ‘M.V.B.’ is the Italian Medaglia al Valore di Bronzo (Medal for Valour, Bronze).

Credits:

• Citation: London Gazette 1 May 1918
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.
• Grave photo: Author via The War Graves Photographic Project (www.twgpp.org)

20 April 1899 – 9 November 1918

27 March 1918, over France

After 3 years of static trench warfare, on 21 March 1918 the Great War became mobile again. With the collapse of Russian forces in the east, the German Army was able to move vast numbers of troops to the Western Front, culminating in an attack on a broad aspect. Where, until now, advances by each side could be measured in yards, the Germans penetrated deeply.

Lieutenant McLeod was a member of 2 Squadron, RFC, based at Hesdigneul, France, which was equipped with Armstrong Whitworth FK8 two-seat aircraft, nicknamed the ‘Big-Ack’ on account of their size. They were used for bombing, photographic and general reconnaissance duties. On 21 March 1918, the German armies launched a major offensive, causing many RFC units to be hurriedly moved to the Amiens and Bapaume battle area. On 27 March, McLeod was undertaking a bombing attack in FK 8 serial B5773 with Lieutenant Hammond MC as his Observer.

McLeod second from left, with stick (RAF Museum X004-7598/030)

The London Gazette 1 May 1918:

‘2nd Lt Alan Arnett McLeod, Royal Air Force

Whilst flying with his observer (Lt. A W. Hammond, M C.), attacking hostile formations by bombs and machine-gun fire, he was assailed at a height of 5,000 feet by eight enemy triplanes, which dived at him from all directions, firing from their front guns.

Victoria Cross Medal Set, Lieutenant Alan McLeod, V.C.
(CWM 19670076-001 Tilston Memorial Collection of Canadian Military Medals, Canadian War Museum, Ottawa)

By skilful manoeuvring he enabled his observer to fire bursts at each machine in turn, shooting three of them down out of control. By this time Lt McLeod had received five wounds, and whilst continuing the engagement a bullet penetrated his petrol tank and set the machine on fire. He then climbed out on to the left bottom plane, controlling his machine from the side of the fuselage, and by side-slipping steeply kept the flames to one side, thus enabling the observer to continue firing until the ground was reached.

Armstrong Whitworth FK 8 (RAF Museum 008)

The observer had been wounded six times when the machine crashed in “No Man’s Land,” and 2nd Lt McLeod, notwithstanding his own wounds, dragged him away from the burning wreckage at great personal risk from heavy machine-gun fire from the enemy’s lines. This very gallant pilot was wounded by a bomb whilst engaged in this act of rescue, but he persevered until he had placed Lt Hammond in comparative safety, before falling himself from exhaustion and loss of blood.’

Lieutenant McLeod’s wounds were such that he never flew again. He was sent back home to Canada in September 1918 to convalesce but on 6 November, he succumbed to the virulent Spanish Influenza pandemic, exacerbated by his war wounds.

Christmas card by No. 2 Squadron celebrating McLeod’s VC (RAF Museum X005-0925/002/003)

NOTE: McLeod is described as Royal Air Force as that was the force in which he was serving at the time the award was Gazetted but he was a member of the Royal Flying Corps at the time of the action.

He lies in Winnipeg (Kildonan) Presbyterian Cemetery, Winnipeg, Canada. His VC is held by the Canadian War Museum, Ottawa.

McLeod family headstone
(© The War Grave Photographic Project www/twgpp.org)

Credits:

• Citation: London Gazette 1 May 1918
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.
• Grave photo: © The War Graves Photographic Project (www.twgpp.org)

4 April 1894 – 2 November 1961

March 20, 1917, over Palestine

In the Middle East, Britain was fighting German and Turkish forces over a wide area, from the Mediterranean coast to the trackless deserts, with air power an essential element of force formations, given the vast distances to be covered. In addition to the natural perils of heat and thirst from a forced landing in the desert, Turkish troops had a fearsome reputation – whether deserved or not – amongst British servicemen for cruelty to prisoners, so every effort was made to recover any downed airman in enemy-held territory.

McNamara’s personal VC (RAF Museum 910199D)

Frank McNamara had the distinction of being the only Australian to be awarded a Victoria Cross for aerial activities in the First World War [Great War]. On 20 March 1917, McNamara was a member of 1 Squadron, Australian Flying Corps, ordered to bomb a Turkish railway train near Wadi Hesse, Gaza. McNamara was pilot of a Martinsyde G 100 fighter serial 7486, modified to carry bombs. The attacking force also included a Royal Aircraft Factory BE 2c serial 4479, piloted by Captain Rutherford.

Martinsyde G 100 Scout (RAF Museum X003-2602-8248)

The London Gazette Friday 8 June 1917:

‘For most conspicuous bravery and devotion to duty during an aerial bomb attack upon a hostile construction train, when one of our pilots was forced to land behind the enemy’s lines, Lt. McNamara, observing this pilot’s predicament and the fact that hostile cavalry were approaching, descended to his rescue.

He did this under heavy rifle fire and in spite of the fact that he himself had been severely wounded in the thigh. He landed about 200 yards from the damaged machine, the pilot of which climbed on to Lt. McNamara’s machine, and an attempt was made to rise.

A photograph of what is believed to be the machine McNamara
flew for his VC mission (RAF Museum X004-7598/031)

Owing, however, to his disabled leg, Lt. McNamara was unable to keep his machine straight, and it turned over. The two officers, having extricated themselves, immediately set fire to the machine and made their way across to the damaged machine, which they succeeded in starting. Finally Lt. McNamara, although weak from loss of blood, flew this machine back to the aerodrome, a distance of seventy miles, and thus completed his comrade’s rescue.’

A much fuller description of this action than the London Gazette’s version is contained in ‘For Valour’ (see bibliography), which this author commends; a copy may be consulted in the Reading Room at RAF Museum London.

Royal Aircraft Factory BE 2c (RAF Museum X003-2602/9941)

After the Armistice, McNamara enjoyed a highly meritorious career in both the Royal Australian Air Force and, latterly, the Royal Air Force. He retired in July 1946 as Air Vice-Marshal McNamara VC, CB, CBE.

His VC is held by RAF Museum London.

Grave marker
(Taken by the author via The War Graves Photographic Project www.twgpp.org)

He is buried in St Joseph’s Church Cemetery, Chalfont St Peter, Gerrards Cross, Buckinghamshire.

Credits:

• Citation: London Gazette Friday 8 June 1917
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing

8 June 1919 – 29 March 1943
Newton in flying kit (RAF Museum PC/76/23/5)

As well as providing thousands of airmen to the RAF to fight in Europe and the Mediterranean area, Australia had its own war much nearer home: defending their homeland and fighting the Japanese in New Guinea and the South West Pacific. Newton was the only Australian airman to have been awarded his VC under the direct control of the RAAF, as against serving as part of the larger RAF, and on the advice of the Australian Government. And, in common with Group Captain Leonard Cheshire VC, RAF, his award was for lengthy and dedicated service, rather than one single act.

Newton’s Medal Bar (Australian War Memorial Museum RELAWM 32315.001)

Throughout the period mentioned in the London Gazette, Newton was a member of 22 Squadron, RAAF, based at Ward’s Field, Port Moresby, flying Douglas Boston A-20 aircraft on ‘intruder’ missions. On 17 March 1943, Newton was captain and pilot of Boston serial A28-3, coded DU-Y. He was tasked with attacking Japanese port and storage facilities at Salamaua on the north coast.

The London Gazette Friday 15th October 1943

‘The KING has been graciously pleased, on the advice of Australian Ministers, to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery: — Flight Lieutenant William Ellis NEWTON (Aus. 748), Royal Australian Air Force, No. 22 (R.A.A.F.) Squadron (missing).

Flight Lieutenant Newton served with No. 22 Squadron, Royal Australian Air Force, in New Guinea from May, 1942, to March, 1943, and completed 52 operational sorties. Throughout, he displayed great courage and an iron determination to inflict the utmost damage on the enemy. His splendid offensive flying and fighting were attended with brilliant success. Disdaining evasive tactics when under the heaviest fire, he always went straight to his objectives.

He carried out many daring machine-gun attacks on enemy positions involving low-flying over long distances in the face of continuous fire at point-blank range. On three occasions, he dived through intense anti-aircraft fire to release his bombs on important targets on the Salamaua Isthmus. On one of these occasions, his starboard engine failed over the target, but he succeeded in flying back to an airfield 160 miles away.

Douglas Bostons of 22 Squadron RAAF in New Guinea, 1943
(Australian War Memorial Museum AC 0031)

When leading an attack on an objective on 16th March, 1943, he dived through intense and accurate shell fire and his aircraft was hit repeatedly. Nevertheless, he held to his course and bombed his target from a low level. The attack resulted in the destruction of many buildings and dumps, including two 40,000 fuel installations.

Although his aircraft was crippled, with fuselage and wing sections torn, petrol tanks pierced, main-planes and engines seriously damaged, and one of the main tyres flat, Flight Lieutenant Newton managed to fly it back to base and make a successful landing. Despite this harassing experience, he returned next day to the same locality.

His target, this time a single building, was even more difficult but he again attacked with his usual courage and resolution, flying a steady course through a barrage of fire. He scored a hit on the building but at the same moment his aircraft burst into flames. Flight Lieutenant Newton maintained control and calmly turned his aircraft away and flew along the shore.

He saw it as his duty to keep the aircraft in the air as long as he could so as to take his crew as far away as possible from the enemy’s positions. With great skill, he brought his blazing aircraft down on the water. Two members of the crew were able to extricate themselves and were seen swimming to the shore, but the gallant pilot is missing.

According to other air crews who witnessed the occurrence, his escape-hatch was not opened and his dinghy was not inflated. Without regard to his own safety, he had done all that man could do to prevent his crew from falling into enemy hands. Flight Lieutenant Newton’s many examples of conspicuous bravery have rarely been equalled and will serve as a shining inspiration to all who follow him.’

The London Gazette reported him as ‘missing’ but the reality was more tragic. Bowyer’s ‘For Valour’ [see Bibliography] records that Newton and one of his crew, Flight Sergeant Lyon, managed to escape from the sinking aircraft; the third crew member, Sergeant Eastwood, was lost. Both men swam ashore but were soon captured by Japanese troops. John Lyon was executed by the Japanese on 20 March 1943 and his gallant captain, Bill Newton, on 29 March. [Both dates of death confirmed from Commonwealth War Graves Commission records.]

Their graves are tended by the Commonwealth War Graves Commission in Lae War Cemetery, Papua New Guinea.

His VC is held by the Australian War Memorial Museum. Canberra.

Credits:

• Citation: The London Gazette Friday 15th October 1943
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

This day in 1945, 4 – 11 February: Yalta ‘Big Three’ Conference

‘Big Three’ at Yalta: Prime Minister Churchill; President Roosevelt; Premier Stalin.
Air Chief Marshal Portal is behind Churchill, talking to First Sea Lord, Admiral of the Fleet Sir Andrew Cunningham. Chief of the Imperial General Staff, General Sir Alan Brooke, is behind Cunningham. (National Archives INF 14/447)

The conference held in Yalta, Crimea, code-named ‘Argonaut’, opened on 4 February and was the second meeting between the leaders of the major Allied powers during the Second World War: United Kingdom; United States of America; and Soviet Union. And the last time Prime Minister Churchill, President Roosevelt and Premier Stalin would be together.

By this time, the end of the European war was in sight and the primary objective of Yalta was to plan for the final destruction of German military power and agreeing the immediate post-war world. But against Japan – despite the Allies overwhelming superiority – bitter fighting continued.

On the western European front, the Allies (Britain/Canada and United States) had recovered from the shock of the German Ardennes offensive (‘Battle of the Bulge’) but were still on the west banks of the Rhine – some 300 or more miles from Berlin. Whereas, on the eastern front, Soviet Armies had cleared virtually all of Poland and East Prussia and smashed into Germany on a 300-mile front. The Soviet tide swept over the River Oder into Silesia, surrounded Breslau, and reached within 35 miles of Berlin itself. Stalin taunted Marshals Ivan Koniev and Georgy Zhukov over whether Koniev’s First Ukrainian Front [Front = Soviet Army Group] or Zhukov’s First Belorussian Front would be the first to plant a Red Army flag on Berlin’s Brandenburg Gate.

 

In the Pacific, Japan’s position was dire: American submarines were imposing a crippling blockade on the vital oil and raw materials their war industries craved. And Boeing B29 Superfortress raids from the airfields in the Marianas were mounting. But still the Japanese fought on – literally suicidally – with Kamikaze attacks. Allied military planners envisaged an invasion of the Japanese main island, Honshu, in 1946 with the fighting potentially dragging on into 1947, with casualty counts on both sides in the millions.

The principal political outcome from the Yalta Conference was the reinforcement of the concept of European ‘spheres of influence’, first considered at their conference in Tehran in November 1943. Unconditional surrender was demanded of Germany, to be followed by division into zones occupied by four powers: Britain, America, Soviet Union and France. Likewise Berlin would be in four zones, despite being hundreds of miles inside the Soviet Zone, a Cold War flash-point for the next 44 years.

Poland’s borders were redrawn, transferring some territory in the east to Russia but gaining areas in the west from Germany. The Baltic states of Estonia, Lithuania and Latvia, together with Bessarabia [now Moldova and parts of Ukraine], were incorporated into the Union of Soviet Socialist Republics [USSR, CCCP in Russian].

The Soviets were to have ‘influence’ in eastern Europe through their respective national governments, permitting some non-Communists to be elected (but this part of the Agreement was ignored and by 1947, all those areas had exclusively Communist governments sympathetic to Moscow). Also the USSR was allowed massive reparations for the damage caused by the German invasion.

This division of Europe into two politically-opposed ideologies was a very major factor in the long Cold War which was to follow the end of the European war.

As for Japan, Stalin promised the Soviet Union would declare war on Japan three months after the end of the German war.

The reference in the published communiqué to ‘unconditional surrender’ dashed the fantasies of Hitler, Göring and other Nazi leaders of negotiating a separate peace with the Western Allies and then German forces fighting alongside them against the Soviets.

[AUTHOR’S NOTE: of necessity, the above commentary on the highly complex and contentious political elements of the Yalta Agreement has been shortened and simplified. The full text can be studied in the US Library of Congress, together with detailed minutes of every meeting – see Bibliography below.]

Air Chief Marshal Portal, Chief of Air Staff (IWM TR2)

Churchill was accompanied by the military Chiefs of Staff, with Air Marshal Sir Charles Portal, Chief of the Air Staff, leading the RAF team. This author has been unable to determine the exact size of the British delegation but a later analysis in The National Archives calculated it was not far short of 600, ranging from the then Foreign Secretary, Anthony Eden, Sir Alexander Cadogan, Under-Secretary of State, Foreign Office, through very senior officers – for example, Air Chief Marshal Sir Alfred Earle attended as part of the staff of the War Cabinet Office – to hundreds of more junior officers and other ranks on tasks such as coding, filing, cooks, security etc.

Many of the coders were WREN and WAAF officers. VVIPs and VIPs flew by Transport Command, usually stopping in Malta. Eden himself flew on York LV 633 Ascalon, leaving Northolt 29 January.

Log Book of Flight Lieutenant Oswald Morris piloting Foreign Secretary
and senior Foreign Office party (RAF Museum X004-4346-002)

Whereas a large contingent of lesser ranks went by sea on the SS Franconia, an impressed Cunard liner, which also served as a floating hotel at Sebastopol: only the most senior slept ashore in various villas which had been specially restored for the  occasion, following the devastation caused by the German occupation and subsequent Soviet liberation of the Crimea [at that time all Ukraine was an integral part of the USSR].

SS Franconia (above) with boarding pass for 1004391 AC 1 Finney below
(RAF Museum X004-1435-001)

Sadly, not all the journeys went without incident: on 1st February, 1945, Avro York MW 116, of No. 511 Squadron, en route for Yalta, came down off Lampedusa.(a small island between Malta and Sicily) owing to a navigational error. Eleven crew and passengers were killed, including four members of the War Office staff, four of the Foreign Office and one of Scotland Yard. (See Bibliography for complete list of casualties.)

Accident card for Avro York MW 116 (RAF Museum)

Personal recollections of those attending in any capacity give fascinating insights into  details of both work and social aspects: a luxury cruise liner serving dinners with wine; bright light of Malta where the war was by now far away in northern Italy. And poverty and desolation in Crimea. The BBC’s ‘World War 2 Peoples’ Stories’ series has two worthy of study (listed in Bibliography below).

Consolidated LB 30 serial AL 504 named ‘Commando’ with original B 24 style tail.
(USAAF via Smithsonian Museum, Washington DC.)

Churchill used mainly two aircraft for his personal transport during the Second World War: a Liberator named ‘Commando’ and an Avro York named ‘Ascalon’.

Churchill and Portal alighting from original ‘Commando’ of 24 Squadron RAF at Lyneham,
Wiltshire, on their return from the Casablanca Conference January 1943. (IWM CH 8550). 

The Liberator was a Consolidated LB 30 (the mark type allocated to RAF Liberator bombers, which were different in many details from the B24 bomber provided to the USAAF), RAF serial AL 504. Modifications were made for its VIP role, including a galley and bed for Churchill. It was later further modified by a fuselage extension and replacement of the standard twin-fin tail by a single fin of the type installed on the Privateer, the Consolidated PB4Y-2 variant of the B 24, as used by the US Navy.

Commando with Privateer-style single fin (IWM CH 14142)

The York was a passenger and freight derivative of the Lancaster, using the same wing and tail (with a third fin, as in the ill-fated Manchester) but with a large box-shaped fuselage; Churchill’s favourite York, named ‘Ascalon’, was serial LV 633.

Avro York ‘Ascalon’ arriving at RAF Algiers 5 June 1943 with Churchill and Foreign Secretary Anthony Eden. They were returning to UK from Washington via North Africa. (RAF Museum P018956).

Churchill is being met by General Eisenhower (Australian War Museum 4085306)

On more hazardous routes, Churchill’s aircraft was not alone. An example is his flight from Athens to RAF Aboukir (Alexandria, Egypt) after the conclusion of the Yalta  conference. This time, he used an RAF Transport Command Douglas C 54, with an escort of USAAF Lockheed P 38 Lightnings and an RAF Air Sea Rescue Warwick, complete with parachute-dropped lifeboat designed by the famous yachtsman, Uffa Fox.

RAF Aboukir magazine showing Churchill in the door of a C54

RAF Hassani from the watch-tower: the Lightnings in the foreground escorted Churchill and Roosevelt
through the Mediterranean en route to Yalta (RAF Museum PC73/62/41 signed by artist Julius Stafford-Baker)

Vickers Warwick carrying air-dropped lifeboat (RAF Museum P030)

Bomber crew exercising ASR procedures: transfer from aircraft dinghy
to lifeboat dropped by Warwick, circling overhead (RAF Museum P029399)

BIBLIOGRAPHY AND FURTHER READING

• Joint Statement: US Library of Congress, https://maint.loc.gov/law/help/us-treaties/bevans/m-ust000003-1005.pdf
• The Final Battle: Cornelius Ryan, William Collins 1966 (and subsequent reprints).
• Biennial Report of The Chief of Staff of the United States Army July 1, 1943. to the Secretary of War (Atlas of the World Battle Fronts in Semimonthly Phases to August 15 1945)
• BBC https://www.bbc.co.uk/history/ww2peopleswar/stories/14/a5658014.shtml
• BBC  https://www.bbc.co.uk/history/ww2peopleswar/stories/12/a4336012.shtml
• The Inner Circle, a view of war at the top. Joan Bright Astley. Multiple publishers
• Travels with Churchill: Graham Chandler Air and Space Magazine, Smithsonian Air Museum, Washington DC Museum, Washington DC. https://www.smithsonianmag.com/air-space-magazine/travels-with-churchill-136166507/
• National Archives
  FCO 12/260  Allied consultation and composition of delegations: practice of wartime leaders
  PREM 4/77/1B Argonaut (Yalta) conference – various
  WO 106/6016 “Jason”/”Fleece” Series of telegrams
  Loss of York MW 116 see https://ww2talk.com/index.php?threads/remembering-today-1-february-1945-avro-york-mw116.36813/

Serjeant Thomas Mottershead (1396) VC, Royal Flying Corps
17 January 1892 – 12 January 1917

On the ground, fighting on the Western Front had been static since late 1914, with set piece battles by each side achieving gains measured in yards against casualties counted in the tens of thousands. In 1914, air power was virtually non-existent – aircraft barely able to support the weight of their pilots.

First use of aircraft was for reconnaissance – ‘what is over the next hill?’ – by the pilot taking paper notes then artillery spotting, dropping target corrections to the artillery. Aircraft then began to evolve. Reconnaissance aircraft were fitted with cameras. But you don’t want to let the enemy see what you are doing. So scout aircraft (now called fighters) are used to prevent them from taking photography. Then ground attack, with the development of role-specific design: scouts, reconnaissance and ground-support, then finally bombers. By 1917, air power was a tangible part of the fighting forces on both sides.

Thomas Mottershead as Air Mechanic 2nd Class:
photo by G L Wheaton Photographic Studio, 1914.
As was then very common, this appears to have been taken
for a family portrait upon his enlistment. (RAF Museum X001-2663/001)

Serjeant Mottershead was a member of 20th Squadron, Royal Flying Corps, based at Clairmarais, to the east of St-Omer in northern France. On Sunday, 7 January 1917, he and his observer, Lieutenant W E Gower, were ordered to undertake an ‘offensive patrol’ over the lines in the Ploegsteert Wood sector (known as ‘Plugstreet’ to the Tommies). For that sortie, his normal FE2b was unserviceable so he took FE 2d, serial A 39.

The London Gazette Monday 12 February 1917

‘His Majesty the KING has been graciously pleased to award the Victoria Cross to No. 1396 Sjt. Thomas Mottershead, late R.F.C., For most conspicuous bravery, endurance and skill when, attacked at an altitude of 9,000 feet, the petrol tank was pierced and the machine set on fire.

Royal Aircraft Factory FE 2 with unnamed pilot (© RAF Museum X003-2602-10690)

Enveloped in flames, which his observer, Lt. Gower was unable to subdue, this very gallant soldier succeeded in bringing his aeroplane back to our lines, and though he made a successful landing, the machine collapsed on touching the ground, pinning him beneath wreckage from which he was subsequently rescued.

Though suffering extreme torture from burns, Sjt. Mottershead showed the most conspicuous presence of mind in the careful selection of a landing place, and his wonderful endurance and fortitude undoubtedly saved the life of his observer.

He has since succumbed to his injuries.’

FE2b preparing for night sortie. Crew unknown. (© RAF Museum X003-2602-10702)

His grave is tended by the Commonwealth War Graves Commission in Bailleul Communal Cemetery Extension.

Mottershead’s Grave at Bailleul Communal Cemetery

His VC is held by Lord Ashcroft’s collection at the Imperial War Museum, London.

1916 Christmas card sent by Mottershead to his son (© RAF Museum X001-3597)

Credits:

• Citation: London Gazette 12 February 1917
• Headstone photo by The War Graves Photographic Project
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

December 23, 1944, over Germany

Acting Squadron Leader Robert Anthony Maurice
Palmer (115772) VC DFC*, Royal Air Force Volunteer Reserve
7 July 1920 – 23 December 1944

Bomber Command was in action from the beginning to the end of the war, predominantly attacking strategic German targets. Initially, the aircraft were literally groping in the dark, having great difficulty navigating by dead-reckoning in bad weather and the blackout in the face of German flak [Flieger Abwehr Kanonen, Anti Aircraft Artillery] and night fighters. Technology, in the form of electronic navigation aids (Gee, Gee-H, Oboe, LORAN and H2S) had by 1944 greatly improved navigational accuracy, as did the introduction of new tactics in the shape of Path Finder Force (PFF) and Master Bombers. But accuracy depended upon the skill and courage of the PFF pilots finding and marking the targets for the following Main Force to strike.

On 16 December 1944, the Germans launched a massive and wholly unexpected attack named ‘Felb Wacht am Rhein’ (‘Operation Watch on the Rhine’) in the Ardennes (sometimes known as the ‘Battle of the Bulge’) in an attempt to split Allied armies and recapture the port of Antwerp. Bomber Command was called upon to attack German communications, especially railway marshalling yards, to blunt their advance.

Squadron Leader Palmer commanded 109 Squadron of Mosquitoes of the Path Finder Force (PFF), based at RAF Little Staughton. On 23 December, Bomber Command ordered a daylight raid on railway marshalling yards near Cologne by 27 Lancasters and 3 Mosquitoes from 35, 105, 109, and 582 Squadrons, all part of the PFF. Palmer was appointed Master Bomber and for this, his 111th operational sortie, he elected to fly a Lancaster instead of his normal Mosquito. He took off at 1027 hrs. Of the 30 aircraft despatched, 10 were lost and the remaining 20 were all damaged by flak and fighters.

A very comprehensive report of the raid entitled ‘By Oboe Victor to Cologne/Gremberg’ was written by Bill Lamming DFM of the Little Staughton Pathfinder Association, a copy of which can be studied in the Museum’s Reading Room (reference X002-7198).

The London Gazette FRIDAY, 23 MARCH, 1945

‘The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: — Acting Squadron Leader Robert Anthony Maurice PALMER, D.F.C. (115772), R.A.F.V.R., 109 Squadron (Missing). This officer has completed 110 bombing missions. Most of them involved deep penetration of heavily defended territory; many were low-level ” marking ” operations against vital targets; all were executed with tenacity, high courage and great accuracy.

He first went on operations in January, 1941. He took part in the first 1,000 bomber raid against Cologne in 1942. He was one of the first pilots to drop a 4,000 Ib. bomb on the Reich. It was known that he could be relied on to press home his attack whatever the opposition and to bomb with great accuracy. He was always selected, therefore, to take part in special operations against vital targets.

The finest example of his courage and determination was on 23rd December, 1944, when he led a formation of Lancasters to attack the marshalling yards at Cologne in daylight. He had the task of marking the target and his formation had been ordered to bomb as soon as the bombs had gone from his, the leading aircraft. The leader’s duties during the final bombing run were exacting and demanded coolness and resolution.

An Avro Lancaster (RAF Battle of Britain Memorial Flight)

To achieve accuracy he would have to fly at an exact height and air speed on a steady course, regardless of opposition. Some minutes before the target was reached, his aircraft came under heavy anti-aircraft fire, shells burst all around, two engines were set on fire and there were flames and smoke in the nose and in the bomb bay. Enemy fighters now attacked in force.

Squadron Leader Palmer disdained the possibility of taking avoiding action. He knew that if he diverged the least bit from his course, he would be unable to utilise the special equipment to the best advantage. He was determined to complete the run and provide an accurate and easily seen aiming-point for the other bombers. He ignored the double risk of fire and explosion in his aircraft and kept on.

With its engines developing unequal power, an immense effort was needed to keep the damaged aircraft on a straight course. Nevertheless, he made a perfect approach and his bombs hit the target. His aircraft was last seen spiralling to earth in flames. Such was the strength of the opposition that more than half of his formation failed to return. Squadron Leader Palmer was an outstanding pilot. He displayed conspicuous bravery. His record of prolonged and heroic endeavour is beyond praise.’

Palmer’s Grave © The War Graves Photographic Project

The delay between the action and the award being Gazetted was because the only witness to Palmer’s bravery was the sole survivor of his aircrew, who parachuted to safety but was captured and could only tell the story after his release from a PoW camp.

Although the London Gazette citation listed Palmer as ‘Missing’, he was in fact initially buried near the crash site at Hoffnungsthal Village Cemetery; after the war, he was exhumed and is now buried in the Commonwealth War Graves Commission’s Rheinberg War Cemetery.

NOTE: the Gazette citation refers to ‘special equipment’. This was Oboe (as in the Pathfinder pamphlet’s title mentioned above), a highly accurate electronic guidance system but which did require flying a very precise curving track for some minutes. A full technical explanation is in the same pamphlet.

The location of his VC is not recorded.

Credits:

Citation: London Gazette 23 March 1945
Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

December 9, 1941, over Malaya

Squadron Leader Arthur Stewart King Scarf (37693) VC, Royal Air Force
14 June 1913 – 9 December 1941

In late 1941, Britain’s defences of its interests in India and South East Asia were woefully thin; all modern equipment and the majority of manpower were needed in North West Europe, North Africa/Mediterranean and the Middle East, where British forces were facing superior German military resources. On 8 December 1941 [7 December in the Pacific, across the International Date Line], even before the Japanese attack on the United States Navy at Pearl Harbor, the Japanese army landed on the north coast of Malaya [now Malaysia]. The RAF, in particular, was dependent upon ancient Bristol Blenheim Mk. I bombers and Brewster Buffalo fighters – far outclassed by the Japanese fighters.

Squadron Leader Scarf’s medal bar (© RAF Museum X008-8790)

Bristol Blenheim Mk 1 (© RAF Museum)

On 9 December 1941, Squadron Leader Scarf was attached to 62 Squadron, operating from RAF Butterworth. He was captain and pilot of Bristol Blenheim Mk. I serial L 1134 and coded PT-F. No. 62 Squadron was ordered to attack Japanese troops. Fuller details of the action during which he won his Victoria Cross are to be found on special pages on our website at https://collections.rafmuseum.org.uk/story/squadron-leader-arthur-scarf-vc/ and https://www.rafmuseum.org.uk/blog/arthur-scarf-victoria-cross/ .

Blenheim of 62 Squadron and Brewster Buffalo fighters in Malaya 1941
(© RAF Museum X004- 7598/042/018)

The London Gazette FRIDAY, 21 JUNE, 1946

‘The KING has been graciously pleased to confer the posthumous award of the VICTORIA CROSS to the undermentioned Officer in recognition of most conspicuous bravery: — Squadron Leader Arthur Stewart King SCARF (37693), Royal Air Force, No. 62 Squadron. On 9th December, 1941, all available aircraft from the Royal Air Force Station, Butterworth, Malaya, were ordered to make a daylight attack on the advanced operational base of the Japanese Air Force at Singora, Thailand.

From this base, the enemy fighter squadrons were supporting the landing operations. The aircraft detailed for the sortie were on the point of taking off when the enemy made a combined dive-bombing and low level machine-gun attack on the airfield. All our aircraft were destroyed or damaged with the exception of the Blenheim piloted by Squadron Leader Scarf.

Singora airfield after capture by Japanese
(© RAF Museum X004-7598/042/014)

This aircraft had become airborne a few seconds before the attack started. Squadron Leader Scarf circled the airfield and witnessed the disaster. It would have been reasonable had he abandoned the projected operation which was intended to be a formation sortie. He decided, however, to press on to Singora in his single aircraft.

Although he knew that this individual action could not inflict much material damage on the enemy, he, nevertheless, appreciated the morale effect which it would have on the remainder of the squadron, who were helplessly watching their aircraft burning on the ground. Squadron Leader Scarf completed his attack successfully. The opposition over the target was severe and included attacks by a considerable number of enemy fighters. In the course of these encounters, Squadron Leader Scarf was mortally wounded.

Air Ministry telegram to Scarf’s mother notifying of his death
(© RAF Museum AC 98/57/32 )

The enemy continued to engage him in a running fight, which lasted until he had regained the Malayan border. Squadron Leader Scarf fought a brilliant evasive action in a valiant attempt to return to his base. Although he displayed the utmost gallantry and determination, he was, owing to his wounds, unable to accomplish this. He made a successful forced-landing at Alor Star without causing any injury to his crew.

He was received into hospital as soon as possible, but died shortly after admission. Squadron Leader Scarf displayed supreme heroism in the face of tremendous odds and his splendid example of self-sacrifice will long be remembered.’

The delay in the awarding of the VC arose from the chaos of the British forces’ withdrawal to Singapore and its surrender to the Japanese; records were lost or deliberately destroyed and the full story of Scarf’s heroism did not emerge until the return of PoW’s from Japanese internment.

His Victoria Cross and medal bar are on display at the RAF Museum in Colindale, London.

Squadron Leader Scarf’s grave
(© The War Graves Photographic Project)

He lies in the Commonwealth War Graves Commission’s Taiping War Cemetery, Malaysia.

Credits:

Citation: London Gazette 21 June 1946
Additional biographical details:
For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

December 4, 1942 over Tunisia, North African Desert

Acting Wing Commander Hugh Gordon Malcolm (33322) VC Royal Air Force,
2 May 1917 – 4 December, 1942

Over the Western Desert, from the Egyptian Suez Canal in the east to the Atlantic coast in the west, the battles had see-sawed back and forth and air support came into extensive use across the trackless desert. The Desert Air Force was perhaps the genesis of the 2nd Tactical Air Force, which fought from Normandy to the Rhine 1944/45.

The strategic situation changed dramatically when, between 8 – 12 November 1942, Allied armies invaded North Africa under ‘Operation Torch’, with landings on the Atlantic coast of Morocco and the Mediterranean coast of Algeria, the ultimate aim being to join up with the British Eighth Army advancing westwards from Egypt. German forces, the famed Afrika Corps under General Erwin Rommel, reacted vigorously.

On 4 December 1942, Wing Commander Malcolm was Officer Commanding 18 Squadron, then operating Bristol Blenheim V light bombers (initially named ‘Bisley’); he also commanded 326 Wing, comprising 13, 18, 114 and 614 Squadrons, based at Blida, Algeria.

On the morning of 4 December, 326 Group was despatched to a forward landing ground at Souk-el-Arba and flew a mission looking for targets of opportunity in support of Army forces. The same afternoon, 326 Wing was tasked with an urgent ground-support mission against a Luftwaffe airfield.

Malcolm was formation leader and captain and pilot of Blenheim V serial BA 875, coded ‘W’; take-off started at 15.15 hrs., with Malcolm the first away. Nine aircraft departed. Not one returned safely.

The London Gazette Friday 27 APRIL, 1943

‘The KING has been graciously pleased to confer the VICTORIA CROSS on the under- mentioned officer in recognition of most conspicuous bravery: — Acting Wing Commander Hugh Gordon MALCOLM (33322) (deceased), No. 18 Squadron.

Bristol Blenheim V (also known as ‘Bisley’) ( RAF Museum)

This officer commanded a squadron of light bombers in North Africa. Throughout his service in that theatre his leadership, skill and daring were of the highest order. On 17 November, 1942, he was detailed to carry out a low-level formation attack on Bizerta airfield, taking advantage of cloud cover. Twenty miles from the target the sky became clear, but Wing Commander Malcolm carried on, knowing well the danger of proceeding without a fighter escort. Despite fierce opposition, all bombs were dropped within the airfield perimeter.

A Junkers 52 and a Messerschmitt 109 were shot down; many dispersed enemy aircraft were raked by machine gun fire. Weather conditions became extremely unfavourable and as a result, two of his aircraft were lost by collision; another was forced down by enemy fighters. It was due to this officer’s skilful and resolute leadership that the remaining aircraft returned safely to base.

A Blenheim V being refuelled

On 28 November, 1942, he again led his squadron against Bizerta airfield which was bombed from a low altitude. The airfield on this occasion was heavily defended and intense and accurate anti-aircraft fire was met. Nevertheless, after his squadron had released their bombs, Wing Commander Malcolm led them back again and again to attack the airfield with machine gun fire.

These were typical of every sortie undertaken by this gallant officer; each attack was pressed to an effective conclusion however difficult the task and however formidable the opposition.

Site of German airfield attacked by Malcolm

Finally, on 4 December, 1942, Wing Commander Malcolm, having been detailed to give close support to the First Army, received an urgent request to attack an enemy fighter airfield hear Chouigui. Wing Commander Malcolm knew that to attack such an objective without a fighter escort – which could not be arranged in the time available – would be to court almost certain disaster; but believing the attack to be necessary for the success of the Army’s operations, his duty was clear. He decided to attack.

He took off with his squadron and reached the target unmolested, but when he had successfully attacked it, his squadron was intercepted by an overwhelming force of enemy fighters. Wing Commander Malcolm fought back, controlling his hard-pressed squadron and attempting to maintain formation. One by one his aircraft were shot down until only his own aircraft remained.

Cairn over original field burial site of Malcolm and his two crew.
Their names are marked on the propeller blade.
(X005-0936-34 / RAF Museum)

In the end he, too, was shot down in flames.

Wing Commander Malcolm’s last exploit was the finest example of the valour and unswerving devotion to duty’

His VC is on display in Lord Ashcroft’s gallery in the Imperial War Museum, London.

© The War Graves Photographic Project

He lies in the Commonwealth War Graves Commission’s Beja War Cemetery.

Credits:

• Citation: London Gazette 27th April 1943
• Additional biographical details:
  For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

All RAF VC 10 transport aircraft were named after RAF VC winners.
This panel came from XR 809 (© RAF Museum 78/Y/554)

29 November 1942, over Italy

Flight Sergeant Rawdon Hume Middleton (Aus. 402745) VC
Royal Australian Air Force,  22 July 1916 – 29 November 1942

Following the Allied invasion of North Africa (Operation Torch) on 8 November 1942, Bomber Command resumed attacks on Italian industrial targets. Stirling aircraft had poor high-level performance and had great difficulty traversing the Alps.

Flight Sergeant Middleton was a member of 149 Squadron, 3 Group, Bomber Command, based at RAF Lakenheath. On the night of 28/29 November 1942, his was one of 182 crews detailed to attack the Fiat motor works in Turin, Italy. He was captain and pilot of Short Stirling Mk. 1, Serial BF 372 coded OJ.H, which took off at 18.14 hrs.

The London Gazette FRIDAY, 15 JANUARY, 1943

‘The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned airman in recognition of most conspicuous bravery:— Aus.402745 Flight Sergeant Rawdon Hume MIDDLETON, Royal Australian Air Force (missing), No. 149 Squadron. Flight Sergeant Middleton was captain and first pilot of a Stirling aircraft detailed to attack the Fiat Works at Turin one night in November, 1942.

Great difficulty was experienced in climbing to 12,000 feet to cross the Alps, which led to excessive consumption of fuel. So dark was the night that the mountain peaks were almost invisible. During the crossing Flight Sergeant Middleton had to decide whether to proceed or turn back, there being barely sufficient fuel for the return journey.

Flares were sighted ahead and he continued the mission and even dived to 2,000 feet to identify the target, despite the difficulty of regaining height. Three flights were made over Turin at this low altitude before the target was identified.

149 Squadron (Summer 1942)

The aircraft was then subjected to fire from light anti-aircraft guns. A large hole appeared in the port main-plane which made it difficult to maintain lateral control. A shell then burst in the cockpit, shattering the windscreen and wounding both pilots. A piece of shell splinter tore into the side of Flight Sergeant Middleton’s face, destroying his right eye and exposing the bone over the eye.

He was probably wounded also in the body or legs. The second pilot received wounds in the head and both legs which bled profusely. The wireless operator was also wounded in the leg. Flight Sergeant Middleton became unconscious and the aircraft dived to 800 feet before control was regained by the second pilot, who took the aircraft up to 1500 feet and released the bombs.

One of 149 Squadron’s Stirlings flying through enemy flak

There was still light flak, some very intense, and the aircraft was hit many times. The three gunners replied continuously until the rear turret was put out of action. Flight Sergeant Middleton had now recovered consciousness and, when clear of the target, ordered the second pilot back to receive first aid.

Before this was completed the latter insisted on returning to the cockpit, as the captain could see very little and could only speak with loss of blood and great pain. Course was set for base and the crew now faced an Alpine crossing and a homeward flight in a damaged aircraft, with insufficient fuel.

An oil painting showing a Stirling aircraft flying over the Alps

The possibilities of abandoning the aircraft or landing in Northern France were discussed but Flight Sergeant Middleton expressed the intention of trying to make the English coast, so that his crew could leave the aircraft by parachute. Owing to his wounds and diminishing strength, he knew that, by then, he would have little or no chance of saving himself.

After four hours, the French coast was reached and here the aircraft, flying at 6,000 feet, was once more engaged and hit by intense light anti-aircraft fire. Flight Sergeant Middleton was still at the controls and mustered sufficient strength to take evasive action. After crossing the Channel there was only sufficient fuel for minutes flying.

A Short Stirling photographed in colour

Flight Sergeant Middleton ordered the crew to abandon the aircraft while he flew parallel with the coast for a few miles, after which he intended to head out to sea. Five of the crew left the aircraft safely, while two remained to assist Flight Sergeant Middleton. The aircraft crashed in the sea and the bodies of the front gunner and flight engineer were recovered the following day. Their gallant captain was apparently unable to leave the aircraft and his body has not been traced.

Flight Sergeant Middleton was determined to attack the target regardless of the consequences and not to allow his crew to fall into enemy hands. While all the crew displayed heroism of a high order, the urge to do so came from Flight Sergeant Middleton, whose fortitude and strength of will made possible the completion of the mission. His devotion to duty in the face of overwhelming odds is unsurpassed in the annals of the Royal Air Force.’

The salute given to Middleton by 149 Squadron

NOTE: The London Gazette states his body was lost but in February 1943, it washed ashore at Shakespeare Cliff, Dover, and he is buried in Beck Row (St John) Churchyard, Suffolk (nearest to RAF Lakenheath). Also, the citation gives his rank as Flight Sergeant but his Commonwealth War Graves Commission headstone shows his promotion to Pilot Officer.

His VC is held in the Australian War Memorial Hall of Valour, Canberra, Australia.

Pilot Officer R.H Middleton’s Grave, Beck Row (St John) Churchyard, Suffolk
‘The War Graves Photographic Project’

Credits:

Citation: London Gazette 15 January 1943

Additional biographical details: For Valour: The Air VCs, Chaz Bowyer, Grub Street Publishing.

Photos: RAF Museum

November 3, 1943, over Holland and Germany

Acting Flight Lieutenant William Reid (122438) VC Royal Air Force Volunteer Reserve
21 December 1921 – 28 November 2001

After a slow start, by the winter of 1943/44, Bomber Command was growing in both strength and effectiveness; aided by new electronic navigation systems and improved tactics, including the specially-dedicated Path Finder Force, industrial targets across Germany were being attacked. But so too were the Luftwaffe night fighters improving and becoming more dangerous.

Bomber Command’s War Diary records that on the night of 3/4 November, 600 bombers were detailed to attack Dusseldorf. Flight Lieutenant Reid was captain and pilot of Lancaster LM 360, coded ‘O’ attached to 61 Squadron based at RAF Syerston. At 16.59 hrs., he lifted his Lancaster into the air.

Royal Air Force Volunteer Reserve Officer’s Pin

The London Gazette 14 December 1943

The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: — Acting Flight Lieutenant William REID (124438), Royal Air Force Volunteer Reserve, No. 61 Squadron. On the night of November 3rd, 1943, Flight Lieutenant Reid was pilot and captain of a Lancaster aircraft detailed to attack Dusseldorf.

Shortly after crossing the Dutch coast, the pilot’s windscreen was shattered by fire from a Messerschmitt. Owing to a failure in the heating circuit, the rear gunner’s hands were too cold for him to open fire immediately or to operate his microphone and so give warning of danger; but after a brief delay he managed to return the Messerschmitt’s fire and it was driven off.

The Battle of Britain Memorial Flight’s Lancaster (c) Crown Copyright

During the fight with the Messerschmitt, Flight Lieutenant Reid was wounded in the head, shoulders and hands. The elevator trimming tabs of the aircraft were damaged and it became difficult to control. The rear turret, too, was badly damaged and the communications system and compasses were put out of action. Flight Lieutenant Reid ascertained that his crew were unscathed and, saying nothing about his own injuries, he continued his mission.

Soon afterwards, the Lancaster was attacked by a Focke Wulf 190. This time, the enemy’s fire raked the bomber from stem to stern. The rear gunner replied with his only serviceable gun but the state of his turret made accurate aiming impossible. The navigator was killed and the wireless operator fatally injured. The mid-upper turret was hit and the oxygen system put out of action. Flight Lieutenant Reid was again wounded and the flight engineer, though hit in the forearm, supplied him with oxygen from a portable supply.

Flight Lieutenant Reid refused to be turned from his objective and Dusseldorf was reached some 50 minutes later. He had memorised his course to the target and had continued in such a normal manner that the bomb-aimer, who was cut off by the failure of the communications system, knew nothing of his captain’s injuries or of the casualties to his comrades. Photographs show that, when the bombs were released, the aircraft was right over the centre of the target.

Victoria Cross, Obverse

Steering by the pole star and the moon, Flight Lieutenant Reid then set course for home. He was growing weak from loss of blood. The emergency oxygen supply had given out. With the windscreen shattered, the cold was intense. He lapsed into semi-consciousness. The flight engineer, with some help from the bomb-aimer, kept the Lancaster in the air despite heavy anti-aircraft fire over the Dutch coast.

The North Sea crossing was accomplished. An airfield was sighted. The captain revived, resumed control and made ready to land. Ground mist partially obscured the runway lights. The captain was also much bothered by blood from his head wound getting into his eyes. But he made a safe landing although one leg of the damaged undercarriage collapsed when the load came on.

Wounded in two attacks, without oxygen, suffering severely from cold, his navigator dead, his wireless operator fatally wounded, his aircraft crippled and defenceless, Flight Lieutenant Reid showed superb courage and leadership in penetrating a further 200 miles into enemy territory to attack one of the most strongly defended targets in Germany, every additional mile increasing the hazards of the long and perilous journey home. His  tenacity and devotion to duty were beyond praise.’

After recovering from his wounds, Reid was posted to 617 ‘Dambusters’ Squadron and resumed bombing raids, by now including daylight raids against V-1 flying bomb sites and in support of the Allied armies now fighting in Normandy. However, on 31 July 1944, Reid had the misfortune of his Lancaster being wrecked by a bomb dropped from a higher aircraft. Reid baled out but became a Prisoner of War. He retired from the RAF in January 1946.

His VC is privately held.

Credits:

Citation: London Gazette 14 December 1943

Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

Major Barker: signed portrait (RAF Museum AC97-93-240)
3 November 1894 – 12 March 1930

After 3 years of static trench warfare, on 21 March 1918 the Great War became mobile again. With the collapse of Russian forces in the east, the German Army was able to move vast numbers of troops to the Western Front, culminating in an attack on a broad aspect. Where, until now, advances by each side could be measured in yards, the Germans penetrated deeply, before being halted, not least by outrunning their supply lines. In turn, the Allies launched a major counter-attack on 8 August, known as the 100 Days Offensive, which culminated in the Armistice on 11 November 1918. This Allied offensive involved major air battles.

Barker with ‘his’ Sopwith Snipe – note arrow insignia on fin
(RAF Museum X003-8860/041 )

On 27 October 1918, Flight Lieutenant Barker was piloting Sopwith Snipe E8102 as part of 201 Squadron based at La Targette airfield. He was meant to fly back to UK that morning but encountered German aircraft, which he engaged.

London Gazette Saturday 30th November, 1918.

‘His Majesty the KING has been graciously pleased to confer the Victoria Cross on the undermentioned Officer of the Royal Air Force, in recognition of bravery of the highest possible order: — Capt. (A./Major) William George Barker, D.S.O., M.C., No. 201 Sqn., R.A. Force.

On the morning of the 27th October, 1918, this officer observed an enemy two-seater over the Foret de Mormal. He attacked this machine, and after a short burst it broke up in the air. At the same time a Fokker biplane attacked him, and-he was wounded in the right thigh, but managed, despite this, to shoot down the enemy aeroplane in flames.

Close-up of personal markings on original fin. Held by RAF Museum (79/Y/2043)

He then found, himself in the middle of a large formation of Fokkers, who attacked him from all directions; and was again severely wounded in the left thigh; but succeeded in driving down two of the enemy in a spin. He lost consciousness after this, and his machine fell out of control. On recovery he found himself being again attacked heavily by a large formation, and singling out one machine, he deliberately charged and drove it down in flames.

During this fight his left elbow was shattered and he again fainted, and on regaining consciousness he found himself still being attacked, but, notwithstanding that he was now severely wounded in both legs and his left arm shattered, he dived on the nearest machine and shot it down in flames.

Barker with Royal Aircraft Factory RE 8 in which he flew reconnaissance sorties
(RAF Museum X003-2602/11413 )

Being greatly exhausted, he dived out of the fight to regain our lines, but was met by another formation, which attacked and endeavoured to cut him off, but after a hard fight he succeeded in breaking up this formation and reached our lines, where he crashed on landing.

This combat, in which Major Barker destroyed four enemy machines (three of them in flames), brought his total successes up to fifty enemy machines destroyed, and is a notable example of the exceptional bravery and disregard of danger which this very gallant officer has always displayed throughout his distinguished career.

Barker’s Sopwith Snipe after his VC combat. Note battle damage
(RAF Museum PC94/201/488)

Major Barker was awarded the Military Cross on 10th January, 1917; first Bar on 18th July, 1917, the Distinguished Service Order on 18th February, 1918; second Bar to Military Cross on 16th September, 1918; and Bar-to Distinguished Service Order on 2nd November, 1918.’

Barker’s enthusiasm for taking every opportunity to attack German forces sometimes led him into difficulties with higher authority. In December 1917, he was required to write an apology for breaking standing orders by shooting down a German observation balloon: his excuse he ‘went over the front lines to test his guns and forgot the prohibition on low flying’. There is no evidence the matter went further.

Letter Barker was required to write to apologise for disobeying orders
and attacking enemy trenches at low level (RAF Museum X001-2309/004)

Flight Lieutenant Barker retired from the RAF in April 1919 but, being Canadian by birth and residence, joined the Royal Canadian Air Force as a Wing Commander in 1920, resigning from RCAF in 1924. He eventually joined Fairchild Aviation Corporation of Canada in January 1930 when, a couple of months later, he died testing a new model.

Wing Commander Barker’s tomb © JS (Steve) Bond

He is buried in Mount Pleasant Cemetery, Toronto, Canada.

Wing Commander Barker’s VC is held in the Canadian War Museum, Ottawa.

Credits:

Citation: London Gazette 30 November 1918
Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

The Evolution of the Harrier: From Concept to Conflict

Hawker had been privately developing an aircraft with vertical take-off capabilities since the early 1950s under the codename of P. 1127. The success of this venture and subsequent service interest funded the development of what would later become the Hawker Siddeley Kestrel. The Kestrel was a proof-of-concept aircraft and was designed to explore the possibilities of vertical and short take-off and landing (V/STOL) capabilities. The programme produced the first jet-powered aircraft that could hover, take off and land vertically, along with the ability to transition smoothly to forward flight.

BAe Systems

The Kestrel’s role was primarily experimental, serving to validate the concepts and technologies that would later be integral to the Harrier. It was equipped with a Pegasus engine, designed by Bristol Siddeley, which featured vectoring nozzles that could direct thrust downward for vertical lift or backward for conventional forward flight. The Kestrel’s success laid the foundation for what would become one of the most iconic aircraft designs in aviation history.

Kestrel XS695 is proudly displayed at the RAF Museum Midlands, where it stands as a testament to the innovative spirit of British aerospace engineering. Its development directly influenced the design of the first-generation Harrier, known as the Harrier GR1, which entered service with the Royal Air Force on April 1, 1969.

The GR3: A Leap in Capability

The Harrier GR3, the variant to which XZ997 belongs, represents the pinnacle of the first-generation Harriers. It was the final evolution of the original design before the introduction of the second-generation “Harrier IIs” in the late 1980s. Several key improvements were made in the GR3 variant which distinguished it from its predecessors, particularly the GR1 and GR1A.

1. Avionics and Navigation Enhancements: The GR3 was equipped with advanced avionics for its time, including a more sophisticated FE541 inertial navigation system. This allowed for more precise navigation during low-level flights, a crucial capability for the Harrier’s primary role in close air support. Additionally, the GR3 featured a Laser Ranger and Marked Target Seeker (LRMTS) housed in an extended nose cone, which was used for targeting laser-guided munitions. This system enabled the Harrier to accurately engage ground targets from a distance; a significant tactical advantage in combat.

Crown Copyright

2. Engine Upgrades: The GR3 was powered by the Pegasus Mk.103 engine, an improved version of the Pegasus Mk.101 which was used in earlier models. The Mk.103 provided more thrust and greater reliability, essential for the aircraft’s demanding operational roles. The increased power allowed the GR3 to carry a larger payload and improved its performance in hot conditions and high altitudes, which were often encountered in operational theatres such as the Falklands.
3. Structural and System Improvements: To enhance its survivability and effectiveness, the GR3 was fitted with upgraded self-defence systems including chaff and flare dispensers. These countermeasures were critical in the Harrier’s operations, especially during the Falklands Conflict, where the aircraft frequently operated in environments with significant anti-aircraft threats. Additionally, the GR3 had improved airframe durability and an extended operational life compared to earlier variants.
4. Versatility in Ordnance: The GR3 was designed to carry a wide array of weapons, making it a versatile platform for both air-to-ground and air-to-air combat. Its hardpoints could be fitted with bombs, rockets, and missiles, including the AIM-9 Sidewinder for self-defence. The aircraft also retained its 30mm ADEN cannon pods, which were highly effective in strafing runs against ground targets.

The Birth of XZ997: From Factory to Frontline

BAe Systems

The story of XZ997 begins as part of a batch of 24 Harrier GR3 aircraft ordered by the RAF in the late 1970s. These aircraft were built at the British Aerospace facility in Dunsfold, a site synonymous with the development of the Harrier. XZ997 rolled off the production line in early 1982, joining the ranks of No.4 Squadron at RAF Gütersloh in West Germany on February 12, 1982. At the time, No.4 Squadron was part of the RAF’s tactical air forces in Europe, tasked with providing close air support and reconnaissance in the event of a conflict with Warsaw Pact forces. Marked with the squadron code ‘E,’ XZ997 quickly became an integral part of the unit’s operations, although its time in Germany would be short-lived.

The Falklands Conflict: A Rapid Deployment

The tranquillity of XZ997’s early service was shattered on April 2, 1982, when Argentine forces invaded the Falkland Islands, a British overseas territory in the South Atlantic. The British government, under Prime Minister Margaret Thatcher, responded swiftly, assembling a naval task force to retake the islands. Central to this effort was the deployment of Harrier jets, both the Sea Harrier FRS1 and the Harrier GR3, which would provide air superiority and ground attack capabilities.

XZ997 was immediately transferred to No.1 (F) Squadron, the RAF unit selected to deploy to the South Atlantic. This move was part of a broader effort to bolster the air power available to the British Task Force, which would operate far from home under challenging conditions.

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On April 16, 1982, XZ997 was flown to RAF Wittering, where it was prepared for the long journey to the South Atlantic. The aircraft was recoded ‘31’ and bore the name of its pilot, Flight Lieutenant M. C Aughey, in black stencils beneath the starboard windscreen. XZ997 also underwent additional modifications including the fitting of two 330-gallon external fuel tanks to extend its range, a crucial adaptation required for the long flight ahead.

The Journey to the South Atlantic: A Feat of Endurance

The deployment of XZ997 to the Falklands was a logistical challenge that highlighted the versatility and endurance of the Harrier. On May 2, 1982, XZ997 was one of five Harriers that departed RAF Wittering for RAF St. Mawgan, the final stop before embarking on the longest leg of the journey. From St. Mawgan, the aircraft flew 4,600 miles non-stop to Wideawake Airfield on Ascension Island, a vital staging post in the South Atlantic. This journey, which took 9 ¼ hours, was made possible by aerial refuelling from Handley Page Victor tankers, showcasing the Harrier’s incredible adaptability to long-range operations.

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Upon arrival at Ascension Island, XZ997 and its fellow Harriers were transferred to the container ship Atlantic Conveyor. The aircraft were encased in Driclad plastic covers to protect them from the harsh maritime environment during the voyage. The ship, however, would later be attacked and sunk by Argentine Exocet missiles, making the transfer of aircraft to carriers a tense and dangerous task.

Action Stations: XZ997 in Combat

Once in the South Atlantic, XZ997 was transferred to the aircraft carrier HMS Hermes, the flagship of the British Task Force. This would be the launchpad for its combat operations during the Falklands Conflict. The Harrier GR3 was primarily tasked with ground attack and reconnaissance missions, supporting British ground forces as they sought to reclaim the islands.

On May 21, 1982, as British troops made their initial landings at San Carlos Water, XZ997 was launched on its first combat mission. Piloted by Squadron Leader Bob Iveson, the aircraft was forced to abort its mission due to undercarriage issues but returned safely to HMS Hermes. This marked the beginning of a gruelling combat schedule for XZ997.

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The very next day, XZ997 was flown by Squadron Leader Jerry Pook on an armed reconnaissance mission targeting Argentine positions at Goose Green, a key Argentine stronghold. Pook successfully engaged enemy vehicles with cluster bombs, despite intense anti-aircraft fire. This mission underscored the Harrier’s effectiveness in close air support roles, providing vital assistance to British ground forces.

In the following days, XZ997 continued to fly multiple sorties, targeting Argentine positions across the Falkland Islands. On May 24, 1982, it participated in an attack on the runway at Stanley Airport, a critical objective in the British effort to neutralize Argentine air operations. The mission, led by Squadron Leader Bob Iveson, involved dropping 1,000 lb retarded bombs, which were designed to detonate after a delay, thus enabling lower – level attacks against hardened targets.

June 13, 1982: A Historic Laser-Guided Bomb Strike

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One of the most significant missions in XZ997’s service occurred on June 13, 1982. Piloted by Wing Commander Peter Squire, XZ997 carried out the first successful Laser-Guided Bomb (LGB) attack of the Falklands Conflict. The target was an Argentine Company Headquarters on Mount Tumbledown, a key position defending the approaches to Port Stanley. Using a Paveway II LGB, Squire scored a direct hit on the target, delivering a decisive blow to Argentine forces. This mission not only demonstrated the precision and effectiveness of the Harrier but also marked a significant technological advancement in air warfare. Since then, the use of guided munitions has greatly increased and makes up the vast majority of ordinance dropped in the conflicts of today.

The End of the Falklands Conflict and Beyond

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With the Argentine surrender on June 14, 1982, the Falklands Conflict ended, but XZ997’s service was far from over. On July 4, 1982, the aircraft left RAF Stanley in the Falklands, where it joined the Harrier Detachment and was tasked with providing air defence for the islands. This unit, though unofficially titled, played a crucial role in maintaining British control over the newly liberated territory.

During its time in the Falklands, XZ997 continued to see action, albeit in a less intense environment. It suffered minor storm damage on July 28, 1982, but remained operational. By October 6, 1982, XZ997 had returned to the UK and was re-assigned to No.4 Squadron at RAF Gütersloh, thus resuming its European duties.

Final Years of Service: A Storied Career Draws to a Close

Over the next few years, XZ997 continued to serve with distinction across various RAF squadrons. It moved between units such as No.1 Squadron, No.233 Operational Conversion Unit (OCU), and No.4 Squadron, reflecting the aircraft’s versatility and the RAF’s evolving operational needs.

By the late 1980s, the GR3 was being phased out in favour of the newer Harrier GR5, which offered greater range, payload capacity, and avionics enhancements. XZ997 flew its final mission on August 21, 1990, having accumulated 2,200 flying hours and 6,050 landings—an impressive record for any military aircraft.

Following its retirement, XZ997 was stored at RAF St Athan before being officially allotted to the RAF Museum for preservation. On December 4, 1991, the aircraft was delivered by road to the RAF Museum at Hendon, where it would be displayed as a key piece of the UK’s aviation heritage.

Preserving History: XZ997 at the RAF Museum

XZ997 has been carefully preserved as a centrepiece of the museum’s collection. Displayed in its original Falklands configuration, the aircraft provides the museum’s visitors with a tangible connection to one of the most significant conflicts in British history.

Harrier GR3 XZ997 is much more than an aircraft; it is a symbol of British resilience and innovation. Its service during the Falklands Conflict, particularly its pioneering use of laser-guided munitions, highlights its’ adaptability and effectiveness in modern warfare.

As part of the RAF Museum’s collection, XZ997 continues to educate and inspire future generations, reminding us of the immense courage and skill of those who flew and maintained this remarkable machine.

Come and see XZ997 today in Hangar 1 of the RAF Museum Midlands, opposite the legendary Chinook helicopter, Bravo November, another iconic aircraft from the Falklands Conflict.