Category: Aviation Historian

Location: 7 July 1941, over Germany and Holland

Who: Sergeant James Allen Ward (NZ/401793) VC Royal New Zealand Air Force 14 June 1919 – 13 September 1941

On Sunday 22 June 1941, the Germans launched Operation Barbarossa, the invasion of the Soviet Union; the largest land offensive ever. Some 3.8 million military personnel were involved from Germany and their satellite countries (Bulgaria and Romania, with volunteers from occupied countries). The Red Army was forced to retreat in disorder. To ease the pressure on the USSR, Bomber and Fighter Commands launched raids on Germany and nearby occupied countries.

Sergeant Ward was a member of 75 (N.Z.) Squadron, Bomber Command, based at RAF Feltwell, operating Vickers Wellington bombers. For the night of 7/8 July 1941, 41 Wellingtons were tasked with a raid on Munster. Ward was second pilot of Wellington 1c, serial L7818, coded AA-R (captain and first pilot Squadron Leader R P Widdowson). Take-off was at 23.10 hrs.

 

THE LONDON GAZETTE, 5 AUGUST, 1941

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned airman in recognition of most conspicuous bravery: — NZ/401793 Sergeant James Allen WARD, Royal New Zealand Air Force, No. 75 (N.Z.) Squadron. On the night of 7th July, 1941, Sergeant Ward was second pilot of a Wellington re-turning from an attack on Munster. When flying over the Zuider Zee at 13,000 feet, the aircraft was attacked from beneath by a Messerschmitt which secured hits with cannon shell and incendiary bullets. The rear gunner was wounded in the foot but delivered a burst of fire which sent the enemy fighter down, apparently out of control. Fire then broke out near the starboard engine and, fed by petrol from a split pipe, quickly gained an alarming hold and threatened to spread to the entire wing. The crew forced a hole in the fuselage and made strenuous efforts to reduce the fire with extinguishers and even the coffee in their vacuum flasks, but without success. They were then warned to be ready to abandon the aircraft. As a last resort, Sergeant Ward volunteered to make an attempt to smother the fire with an engine cover which happened to be in use as a cushion. At first he proposed to discard his parachute, to reduce wind resistance, but was finally persuaded to take it. A rope from the dinghy was tied to him, though this was of little help and might have become a danger had he been blown off the aircraft. With the help of the navigator, he then climbed through the narrow astro-hatch and put on his parachute. The bomber was flying at a reduced speed but the wind pressure must have been sufficient to render the operation one of extreme difficulty. Breaking the fabric to make hand and foot holds where necessary, and also taking advantage of existing holes in the fabric, Sergeant Ward succeeded in descending three feet to the wing and proceeding another three feet to a position behind the engine, despite the slipstream from the airscrew, which nearly blew him off the wing. Lying in this precarious position, he smothered the fire in the wing fabric and tried to push the cover into the hole in the wing and on to the leaking pipe from which the fire came. As soon as he removed his hand, however, the terrific wind blew the cover out and when he tried again it was lost. Tired as he was, he was able with the navigator’s assistance, to make successfully the perilous journey back into the aircraft. There was now no danger of the fire spreading from the petrol pipe, as there was no fabric left nearby, and in due course it burnt itself out. When the aircraft was nearly home some petrol which had collected in the wing blazed up furiously but died down quite suddenly. A safe landing was then made despite the damage sustained by the aircraft. The flight home had been made possible by the gallant action of Sergeant Ward in extinguishing the fire on the wing, in circumstances of the greatest difficulty and at the risk of his life.”

 

A shows fire-damaged wing fabric, B is astrodome from which Ward climbed out onto wing. 1, 2, 3 show holes Ward cut for hand-holds.

On the night of 14/15 September 1941, Ward was now on his 5th sortie as captain of his own Wellington, X 3205, and detailed for a raid on Hamburg. Take-off was 1945 hours but high over the target, his aircraft was hit by flak [Flieger Abwehr Kanonen – Anti-Aircraft Artillery in newspeak]. Two crew members escaped, Ward was not amongst them. He is buried in the Commonwealth War Grave Cemetery Ohlsdorf, Hamburg, Germany. His Victoria Cross is displayed in the Auckland War Memorial Museum, New Zealand.

Credits:

 Citation: The London Gazette 5 August, 1941.

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

 Photos

Sergeant Ward: RAF Museum

Wellington: RAF Museum

Wellington damage: 75 (NZ) Sqn

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

Location: 4 July 1941, over Germany

Who: Wing Commander Hughie Idwal Edwards (39005) VC DFC Royal Air Force 1 August 1914 – 5 August 1982

On Sunday 22 June 1941, the Germans launched Operation Barbarossa, the invasion of the Soviet Union; the largest land offensive ever. Some 3.8 million military personnel were involved from Germany and their satellite countries (Bulgaria and Romania, with volunteers from occupied countries). The Red Army was forced to retreat in disorder. To ease the pressure on the USSR, responding to Stalin’s appeals for help, Bomber and Fighter Commands launched raids on Germany and nearby occupied countries.

On 4 July 1941, a daylight raid was ordered by fifteen Bristol Blenheims – nine from 105 Squadron and six from 107 Squadron, based at RAF Great Massingham. The entire formation was led by W/C Edwards, flying Blenheim Mk. IV serial V 6028 coded GB-D belonging to 105 Squadron. At exactly 0521 hrs, W/C Edwards took off from RAF Swanton Morley, heading for the docks at Bremen.

The London Gazette 22nd July, 1941.

“The KING has been graciously pleased to confer the Victoria Cross on the undermentioned officer in recognition of most conspicuous bravery: — Acting Wing Commander Hughie Idwal EDWARDS D.F.C. (39005), No. 105 Squadron. Wing Commander Edwards, although handicapped by a physical disability resulting from a flying accident, has repeatedly displayed gallantry of the highest order in pressing home bombing attacks from very low heights against strongly defended objectives. On 4th July, 1941, he led an important attack on the Port of Bremen, one of the most heavily defended towns in Germany. This attack had to be made in daylight and there were no clouds to afford concealment. During the approach to the German coast several enemy ships were sighted and Wing Commander Edwards knew that his aircraft would be reported and that the defences would be in a state of readiness. Undaunted by this misfortune he brought his formation 50 miles overland to the target, flying at a height of little more than 50 feet, passing under high-tension cables, carrying away telegraph wires and finally passing through a formidable balloon barrage. On reaching Bremen he was met with a hail of fire, all his aircraft being hit and four of them being destroyed. Nevertheless he made a most successful attack, and then with the greatest skill and coolness withdrew the surviving aircraft without further loss. Throughout the execution of this operation which he had planned personally with full knowledge of the risks entailed, Wing Commander Edwards displayed the highest possible standard of gallantry and determination.”

Bristol Blenheim IV

Artist Frank Wootton portrays Edwards over Holland on way to target. Low level flight has collected tree branch on starboard wing.

After a highly meritorious career in the RAF, Edwards retired in September 1963 as Air Commodore Edwards VC, CB, DSO, DFC, ADC. Born in Australia though serving in the RAF, Edwards retired there and was appointed as Governor of West Australia and was further awarded a KCMG and OBE.

Air Commodore Edwards was cremated and is remembered at Karrakatta Crematorium, Perth, Western Australia.

His Victoria Cross is held by the Australian War Memorial Hall of Valour, Canberra, Australia.

Credits:

Citation: The London Gazette 22nd July, 1941.
Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

Photos
Air Commodore Edwards: RAF Museum
Art work: RAF Museum
Blenheim: RAF Museum
Memorial: Richard Yielding via www.victoriacrossonline.co.uk

 

Location: 24 June 1944, over  North Atlantic

Who: Flight Lieutenant David Ernest Hornell (Can/J.7594) VC Royal Canadian Air Force 26 January 1910 – 24 June 1944

During the Second World War, the primary air-launched anti-submarine weapon was the depth charge. Exploding under water, if near enough to the submarine, the shock wave would cause major internal damage and start leaks, even if it did not rupture the submarine’s pressure hull. But to be effective, the attacking aircraft should ideally fly at 45° to the submarine’s track, and at low level for accuracy, to achieve a “straddle” – depth charges dropped each side of the vessel. In the early years, a U-Boat would submerge as soon as an aircraft was sighted. But the Kriegsmarine [German navy] realised how vulnerable the attacking aircraft were so started mounting extensive anti-aircraft guns on the submarine, more powerful and longer-ranged than the modest aircraft armament. And so, instead of diving when attacked, they would stay on the surface and fight back.

In the summer of 1944, Flight Lieutenant Hornell was a member of No. 162 Squadron, Royal Canadian Air Force, which at the time was based in Reykjavik, Iceland, but with a single flight detached to Wick, Scotland and equipped with Canso aircraft. Cansos were Consolidated Catalina PBY5A amphibious maritime patrol aircraft built under licence in Canada by either Boeing Canada or Vickers Canada; Hornell’s was from Vickers. On 24 June 1944, he was captain and pilot of Canso serial 9754 coded P and bearing the name Mary K [origin unknown]. He and his crew of 7 took off at 0930 from Wick and headed north on anti-submarine patrol. Canso/Catalina aircraft had a very long endurance – the record was more than 27 hours – and after almost 10 hours in the air, Hornell was well north of the Shetland Islands, preparing to return to Wick, when the crew spotted a surfaced submarine, Type IXC/40 U-1225, which they attacked.

Hornell’s Canso at RCAF station Yarmouth, Nova Scotia Summer 1944. Credit: Library Archives, Canada.

German submarine U-980 under attack by an aircraft of 162 Squadron, North Atlantic. Hornell’s combat photos were lost with the Canso.

London Gazette Friday 28 July 1944

‘The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: — Flight Lieutenant David Ernest HORNELL (Can/J.7594) (deceased), R.C.A.F. 162 (R.C.A.F.) Squadron. Flight Lieutenant Hornell was captain and first pilot of a twin-engined amphibian aircraft engaged on an anti-submarine patrol in northern waters. The patrol had lasted for some hours when a fully-surfaced U-boat was sighted, travelling at high speed on the port beam. Flight Lieutenant Hornell at once turned to the attack. The U-boat altered course. The aircraft had been seen and there could be no surprise. The U-boat opened up with anti-aircraft fire which became increasingly fierce and accurate. At a range of 1,200 yards, the front guns of the aircraft replied; then its starboard gun jammed, leaving only one gun effective. Hits were obtained on and around the conning-tower of the U-boat, but the aircraft was itself hit, two large holes appearing in the starboard wing. Ignoring the enemy’s fire, Flight Lieutenant Hornell carefully manoeuvred for the attack. Oil was pouring from his starboard engine which was, by this time, on fire, as was the starboard wing; and the petrol tanks were endangered. Meanwhile, the aircraft was hit again and again by the U-boat’s guns. Holed in many places, it was vibrating violently and very difficult to control. Nevertheless, the captain decided to press home his attack; knowing that with every moment the chances of escape for him and his gallant crew would grow more slender. He brought his aircraft down very low and released his depth charges in a perfect straddle. The bows of the U-boat were lifted out of the water; it sank and the crew were seen in the sea. Flight Lieutenant Hornell contrived, by superhuman efforts at the controls, to gain a little height. The fire in the starboard wing had grown more intense and the vibration had increased. Then the burning engine fell off. The plight of aircraft and crew was now desperate. With the utmost coolness, the captain took his aircraft into wind and, despite the manifold dangers, brought it safely down on the heavy swell. Badly damaged and blazing furiously, the aircraft rapidly settled. After ordeal by fire came ordeal by water. There was only one serviceable dinghy and this could not hold all the crew. So they took turns in the water, holding on to the sides. Once, the dinghy capsized in the rough seas and was righted only with great difficulty. Two of the crew succumbed from exposure. An airborne lifeboat was dropped to them but fell some 500 yards down wind. The men struggled vainly to reach it and Flight Lieutenant Hornell, who throughout had encouraged them by his cheerfulness and inspiring leadership, proposed to swim to it, though he was nearly exhausted. He was with difficulty restrained. The survivors were finally rescued after they had been in the water for 21 hours. By this time Flight Lieutenant Hornell was blinded and completely exhausted. He died shortly after being picked up. Flight Lieutenant Hornell had completed 60 operational missions, involving 600 hours’ flying. He well knew the danger and difficulties attending attacks on submarines. By pressing home a skilful and successful attack against fierce opposition, with his aircraft in a precarious condition, and by fortifying and encouraging his comrades in the subsequent ordeal, this officer displayed valour and devotion to duty of the highest order.”

This Canso is painted in the camouflage colours and serial of that flown by Hornell. It is owned and operated by the Canadian Warplane Heritage Museum, Mount Hope, Ontario, Canada.

Survivors of Hornell’s crew being rescued by RAF Air Sea Launch. Photo taken from Sunderland which guided launch to dinghy. [NOTE negative was heavily retouched at the time]. Credit: Library Archives Canada

In his painting ‘First Sighting’, artist Robert Taylor captures the spirit of Air Sea Rescues: for Hornell and his crew, a Sunderland guided a high-speed rescue launch to their location.

Most of the crew were able to take to a dinghy but they were not rescued for 20 hours and 35 minutes. During that time, several of the crew succumbed to exposure. Although Hornell was rescued by an Air Sea Rescue launch, he died of exposure some 20 minutes after being taken aboard. His body was returned to the Shetland Islands and he is buried in the Commonwealth War Graves Commission’s plot in Lerwick New Cemetery.

[NOTE: a very comprehensive account of their ordeal at sea is to be found in ‘For Valour’ – pages 371-377 see references below.]

Flight Lieutenant Hornell’s Victoria Cross is displayed at Air Command Headquarters, Winnipeg, Canada. In addition, other crew members received one DSO, DFCs and DFMs (Crosses for officers, medals for NCOs). As well as two Mentioned in Despatches.

Credits:

Citation: London Gazette 28 July 1944
Additional biographical details:
For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.
Canadian Warplane Heritage Museum (www.warplane.com)

Photos
Flight Lieutenant Hornell: RAF Air Historical Branch via Canadian Warplane Heritage Museum
Original Canso: RAF Museum
Flying Canso: Rick Radell/Canadian Warplane Heritage Museum (www.warplane.com)
Grave headstone: The War Graves Photographic Project (www.twgpp.org)
Painting ‘First Sighting’ property of author
U-Boat photos: RAF Museum

Johnny Smythe in military unform, image courtesy of Eddy Smythe.

Jonny Smythe’s life story has all the makings of a movie script. One of the first black RAF serviceman, he was navigator of a Short Stirling bomber who was shot down and captured in Nazi Germany. Smythe not only survived becoming a POW, but also had an astounding post-war career as the senior officer on the HMT Windrush before retraining as a barrister and setting up his own practice.

In this blog, we delve into the pioneering life of Johnny Smythe.

John Henry Smythe was born in 1915 in Sierra Leone in West Africa.  When he was 25, he responded to a call to the colonies from Britain for recruits.  His high scores in the mathematics tests meant he was selected to train as a navigator following initial training as a pilot.

Johnny pictured in front of an aircraft, image courtesy of Eddy Smythe.

Johnny became a navigator with the 623 Squadron and would take to the skies across Britain, France, and Germany. Johnny’s son Eddy recalls his father had ‘a good experience in the RAF.’ He says Johnny was ‘treated very, very well and he was very successful. I think he was one out of four or five men from the training camp that were immediately promoted to an officer.’  When Eddy asked his father how he was treated in the RAF, Johnny always said ‘he didn’t experience any form of racism. He enjoyed his time there.’ Though that wasn’t the experience for many black servicemen at the time.

The crew of the 623 Squadron stand in front of a Short Stirling bomber, image courtesy of Eddy Smythe.

The life expectancy of an RAF bomber was very short, and few made the promised 30 missions that would lead to a safer desk job. While he had been hit by enemy fire before, Johnny was on his 27^th flight when his luck ran out. On 18 November 1943, he was shot down while on-route to Berlin. The crew had managed to drop their bombs but were hit by anti-aircraft fire damaging the engine. The plane was abandoned in order of rank, and Johnny made a successful parachute jump, landing in some woodland.

Johnny had been hurt by two bits of shrapnel which pierced his abdomen and groin. In pain, he sought shelter in a barn. His lit cigarette gave away his position and he was captured. Johnny was taken away for questioning where he was badly beaten and interrogated. He was transferred to hospital and his wounds treated before he was moved to Frankfurt. He was then sent to prisoner-of-war camp Stalag Luft I. For his first year in the POW camp, he was the only black prisoner. United by their situation, race was no longer an issue. Smythe recalled that unless he looked in the mirror, he no longer remembered he was black. He spent 18 months imprisoned and woke up one morning to find the guards had fled. The war was over. The Soviet army arrived on 30 April 1945 and within weeks Johnny was back in Britain. He received an MBE for his wartime efforts.

Johnny Smythe’s prisoner of war identification card, image courtesy of Eddy Smythe.

Many would consider that enough adventure for one lifetime, but that wasn’t the end of Johnny’s outstanding career. Eddy recalls his father was often ‘in the right place at the right time or sometimes the right place at the wrong time. He took advantage of whatever situation he found himself in. He was very intelligent, very articulate, very eloquent, very charismatic, he had the ability to get along with all different types of people.’ After the war he was offered a post with the Colonial Office where he was tasked with caring for demobilised Caribbean and African airman. This could be difficult as many of the young men were experiencing a culture shock after leaving the structure and discipline of the RAF. In 1948, he was a senior officer on the HMT Windrush. The ship was sent to take former personnel back to their homes in the Caribbean. On arrival he realised there were no job opportunities available and recommended to the Colonial Office that the men be allowed to return to the UK. Eddy tells how his father didn’t realise that he was once again making history, ‘That was the start of the Windrush generation, and my father had no idea that this was going to be an important time in history. None whatsoever. When the ship arrived back in Britain, there were crowds waiting outside.’

As part of his role with the Colonial Office, Johnny was required to defend ex-servicemen in court martial situations and his eloquence and ability to carry out research and mount a credible defence would lead to their acquittal. A judge he had appeared in front of a couple of times suggested that he should consider a law career and wrote him a letter of introduction to the Inns of Court. He trained as a barrister and once qualified, he returned to Sierra Leone where he initially worked for the government, becoming Solicitor General and later attorney general. In this capacity he would later meet Attorney General Robert Kennedy in the White House. He subsequently set up his own practice and became a Queens Counsel.

Johnny had a successful post-war career in law. Image courtesy of Eddy Smythe.

A final cinematic moment took place at a party at the British Ambassador’s house in Freetown. He had been talking to the German ambassador and revealed the date and place he had been shot down. Turning pale, the ambassador revealed that on that date and time he had shot down a British bomber. Instead of feeling anger at meeting the man who may have shot him down, they embraced each other as survivors.

When Johnny retired, he returned to the UK, settling in Thame in Oxfordshire near his sons. He was reluctant to speak to them about his experiences and threw out his uniform and the logbook he kept in the prisoner-of-war camp when he first returned to Sierra Leone. The injuries he sustained during the war did take their toll and an x-ray he undertook in his 70s revealed he still had shrapnel in his intestine. Johnny Smythe died in 1996 and was buried in Thame.

When asked what the most important takeaway from his father’s life is, Eddy states ‘I think to me, perhaps the most important thing is that, up until 1939 the RAF had a colour bar. So, if you’re black, you weren’t allowed to join because there’s a perception that Africans didn’t have the cognitive ability to be able to fly a sophisticated aircraft. They didn’t have the physical ability and they wouldn’t be able to integrate into a white crew. That was the perception.

Even after the colour bar was lifted, there was this reluctance to recruit black people – they only recruited 60 men from the whole continent of Africa to join. So, there was this young man. He had never left the shores of Sierra Leone and given the opportunity he excelled and proved that it didn’t matter whether you were black or white, it didn’t matter where you came from, if you have the right ability you can succeed. That that’s the most important thing for me.’

Location: 12 June 1944, over France

Who: Pilot Officer Andrew Charles Mynarski (Can./J.87544) VC Royal Canadian Air Force 14 October 1916 – 12 June 1944

Pilot Officer Mynarski (third from right) with whole crew.

During the period leading up to and immediately after Operation Overlord (Normandy invasion, 6 June 1944, colloquially, though incorrectly, called D-Day), Bomber Command was placed under the control of the Supreme Allied Commander, Allied Expeditionary Force, General Dwight D Eisenhower. Its role switched from predominantly strategic bombing of German cities to tactical support of the Allied armies in France.

On 12 June 1944, Pilot Officer Mynarski was an air gunner on Canadian-built Lancaster X serial KB 726 coded VR.A (Apple) of 419 (Moose) Squadron RCAF (captain Flying Officer Arthur ‘Art’ de Breyne) based at RAF Middleton St George [now Teesside International Airport]. This aircraft took off at 21.44 hrs for an attack on railway marshalling yards at Cambrai, France.

The delay between the date of the action (12 June 1944) and the award being Gazetted (11 October 1946) was because Mynarski’s heroic sacrifice only came to light when the remainder of his crew were repatriated from PoW camps at the end of the war.

This Lancaster is marked in the colours and codes of the one in which Pilot Officer Mynarski won his VC. It is one of only two airworthy Lancasters in the world and is operated by the Canadian Warplane Heritage Museum, Mount Hope, Ontario.

London Gazette Friday 11 October 1946:

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: — Pilot Officer Andrew Charles MYNARSKI (Can./J.87544) (deceased), Royal Canadian Air Force, No. 419 (R.C.A.F.) Squadron. Pilot Officer Mynarski was the mid-upper gunner of a Lancaster aircraft, detailed to attack a target at Cambrai in France, on the night of 12th June, 1944. The aircraft was attacked from below and astern by an enemy fighter and ultimately came down in flames. As an immediate result of the attack, both port engines failed. Fire broke out between the mid-upper turret and the rear turret, as well as in the port wing. The flames soon became fierce and the captain ordered the crew to abandon the aircraft. Pilot Officer Mynarski left his turret and went towards the escape hatch. He then saw that the rear gunner was still in his turret and apparently unable to leave it. The turret was, in fact, immovable, since the hydraulic gear had been put out of action when the port engines failed, and the manual gear had been broken by the gunner in his attempts to escape. Without hesitation, Pilot Officer Mynarski made his way through the flames in an endeavour to reach the rear turret and release the gunner. Whilst so doing, his parachute and his clothing, up to the waist, were set on fire. All his efforts to move the turret and free the gunner were in vain. Eventually the rear gunner dearly indicated to him that there was nothing more he could do and that he should try to save his own life. Pilot Officer Mynarski reluctantly went back through the flames to the escape hatch. There, as a last gesture to the trapped gunner, he turned towards him, stood to attention in his flaming clothing and saluted, before he jumped out of the aircraft. Pilot Officer Mynarski’s descent was seen by French people on the ground. Both his parachute and clothing were on fire. He was found eventually by the French, but was so severely burnt that he died from his injuries. The rear gunner had a miraculous escape when the aircraft crashed. He subsequently testified that, had Pilot Officer Mynarski not attempted to save his comrade’s life, he could have left the aircraft in safety and would, doubtless, have escaped death. Pilot Officer Mynarski must have been fully aware that in trying to free the rear gunner he was almost certain to lose his own life. Despite this, with outstanding courage and complete disregard for his own safety, he went to the rescue. Willingly accepting the danger, Pilot Officer Mynarski lost his life by a most conspicuous act of heroism which called for valour of the highest order.”

Pilot Officer Mynarski rests in the Commonwealth War Graves Commission’s British plot in Meharicourt Communal Cemetery, France.

Pilot Officer Mynarski’s Victoria Cross is displayed at Air Command Headquarters, Winnipeg, Canada.

 

Credits

Citation: London Gazette 11 October 1946

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

Photos

Portrait of Mynarski: RAF Museum

Lancaster Crew Photo: RAF Museum

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

Lancaster: Doug Fisher/Canadian Warplane Heritage Museum (www.warplane.com)

Location: 31 May 1942, over Germany

Who: Flying Officer Leslie Thomas Manser (66542) VC, Royal Air Force Volunteer Reserve 11 May 1922 – 31 May 1942

On the night of 30/31 May 1942, Bomber Command mounted ‘Operation Millennium’, the first ‘Thousand Raid’, against Cologne.

By marshalling all available aircraft, including from training units, Air Marshal Harris, appointed as Air-Officer- in-Command, Bomber Command, only 3 months previously, wanted to prove to both British and German Governments – and the Royal Navy and army – that strategic bombing was a major element of Britain’s war against Germany. Included in the 1,046 bombers he despatched against that city was Avro Manchester serial L 7301, coded ‘D’ for Dog of 50 Squadron, whose captain and pilot was Flying Officer Manser. He took off from RAF Skellingthorpe at 23:01 hours.

LONDON GAZETTE FRIDAY, 23 OCTOBER, 1942

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: — Flying Officer Leslie Thomas MANSER (66542), Royal Air Force Volunteer Reserve (deceased), No. 50 Squadron. Flying Officer Manser was captain and first pilot of a Manchester aircraft which took part in the mass raid on Cologne on the night of May 30th, 1942.

As the aircraft was approaching its objective it was caught by searchlights and subjected to intense and accurate anti-aircraft fire. Flying Officer Manser held on his dangerous course and bombed the target successfully from a height of 7,000 feet. Then he set course for base. The Manchester had been damaged and was still under heavy fire. Flying Officer Manser took violent evasive action, turning and descending to under 1,000 feet. It was of no avail. The searchlights and flak followed him until the outskirts of the city were passed. The aircraft was hit repeatedly and the rear gunner was wounded. The front cabin filled with smoke; the port engine was over-heating badly. Pilot and crew could all have escaped safely by parachute. Nevertheless, Flying Officer Manser, disregarding the obvious hazards, persisted in his attempt to save aircraft and crew from falling into enemy hands. He took the aircraft up to 2,000 feet. Then the port engine burst into flames. It was ten minutes before the fire was mastered, but then the engine went out of action for good, part of one wing was burnt, and the air-speed of the aircraft became dangerously low. Despite all the efforts of pilot and crew, the Manchester began to lose height. At this critical moment, Flying Officer Manser once more disdained the alternative of parachuting to safety with his crew. Instead, with grim determination, he set a new course for the nearest base, accepting for himself the prospect of almost certain death in a firm resolve to carry on to the end. Soon, the aircraft became extremely difficult to handle and, when a crash was inevitable, Flying Officer Manser ordered the crew to bale out. A sergeant handed him a parachute but he waved it away, telling the non-commissioned officer to jump at once as he could only hold the aircraft steady for a few seconds more. While the crew were descending to safety they saw the aircraft, still carrying their gallant captain, plunge to earth and burst into flames. In pressing home his attack in the face of strong opposition, in striving, against heavy odds, to bring back his aircraft and crew and, finally, when in extreme peril, thinking only of the safety of his comrades, Flying Officer Manser displayed determination and valour of the highest order.”

The Manchester crashed near Bree, Belgium; Flying Officer Manser now rests in the Commonwealth War Graves Commission’s Heverlee War Cemetery.

Manser’s Victoria Cross is displayed on rotation at The Lord Ashcroft Gallery: Extraordinary Heroes exhibition, Imperial War Museum, Lambeth, London

Image © Crown Copyright 1942. Reproduced under the terms of the Open Government Licence v3.0.

Credits:

Citation: London Gazette 23 October 1942

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

Letter of condolence: RAF Museum

Photos
Flying Officer Manser: RAF Museum/RAF Air Historical Branch
Victoria Cross: RAF Museum
Grave: The War Graves Photographic Project (www.twgpp.org)
Avro Manchester: RAF Museum

 

Image: photograph by 210 Squadron, RAF Coastal Command, of Flt Lt John Alexander Cruickshank (RAF Museum X004-7598/011; CH 137/44).

Location: July 17 1943, over the Norwegian Sea

Who: Flight Lieutenant Cruickshank VC, 20 May 1920

The Royal Air Force Museum wishes John Alexander Cruickshank VC, the last surviving Second World War recipient of the Victoria Cross, a very happy 104^th birthday.

 Born on 20 May 1920, Flight Lieutenant Cruickshank VC (126700), Royal Air Force Volunteer Reserve, was awarded the Victoria Cross, the highest gallantry medal, for his bravery in command on the 17-18 July 1944.

Image: photograph taken by Cruickshank’s aircraft during his successful attack on German type VIIC submarine U-347, west of the Lofoten Islands (RAF Museum X004-7598/11)

During the Second World War, the primary air-launched anti-submarine weapon was the depth charge. Exploding under water, if near enough to the submarine, the shock wave would cause major internal damage and start leaks, even if it did not rupture the submarine’s pressure hull. But to be effective the attacking aircraft should ideally fly diagonally across the submarine’s track, and at low level for accuracy, to achieve a ‘straddle’ – the depth charges dropped each side of the vessel. In the early years, a U-Boat would submerge as soon as an aircraft was sighted. But the Kriegsmarine [German navy] realised how vulnerable the attacking aircraft were, and therefore started mounting extensive anti-aircraft guns on the submarine, more powerful and longer ranged than the modest aircraft armament. Thus, instead of diving when attacked, they would stay on the surface and fight back.

 

Image: photograph by 210 Squadron, RAF Coastal Command, of a Consolidated Catalina Mk. IVA (JX574 T) in flight (RAF Museum P011892)

Flying Officer Cruickshank, of 210 Squadron, Coastal Command, was based at RAF Sullom Voe, Shetland Islands, and was captain and pilot of Consolidated Catalina Mark IVA, serial JV 928, coded ‘DA-Y’. Catalina aircraft had a very long endurance – the record being 27 hours aloft – and on this day Cruickshank was anticipating a patrol of 18 hours. While over the Norwegian Sea, west of the Lofoten Islands, he detected on radar and attacked a German type VIIC submarine U-347.

Cruickshank was awarded the Victoria Cross on Friday 1 September 1944, cited in the London Gazette on 29 August:

‘The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery: —

Flying Officer John Alexander CRUICKSHANK (126700), Royal Air Force Volunteer Reserve, No. 210 Squadron.

This officer was the captain and pilot of a Catalina flying boat which was recently engaged on an anti-submarine patrol over northern waters. When a U-boat was sighted on the surface, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred into position and ran in to release his depth charges. Unfortunately they failed to drop.

Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy’s determined and now heartened gunners.

Without hesitation, he climbed and turned to come in again. The Catalina was met by intense and accurate fire and was repeatedly hit. The navigator/bomb aimer was killed. The second pilot and two other members of the crew were injured. Flying Officer Cruickshank was struck in seventy-two places, receiving two serious wounds in the lungs and ten penetrating wounds in the lower limbs. His aircraft was badly damaged and filled with the fumes of exploding shells. But he did not falter. He pressed home his attack, and released the depth charges himself, straddling the submarine perfectly. The U-boat was sunk.

He then collapsed and the second pilot took over the controls. He recovered shortly afterwards and, though bleeding profusely, insisted on resuming command and retaining it until he was satisfied that the damaged aircraft was under control, that a course had been set for base and that all the necessary signals had been sent. Only then would he consent to receive medical aid and have his wounds attended to. He refused morphia in case it might prevent him from carrying on.

During the next five and a half hours of the return flight he several times lapsed into unconsciousness owing to loss of blood. When he came to, his first thought on each occasion was for the safety of his aircraft and crew. The damaged aircraft eventually reached base but it was clear that an immediate landing would be a hazardous task for the wounded and less experienced second pilot. Although able to breathe only with the greatest difficulty, Flying Officer Cruickshank insisted on being carried forward and propped up in the second pilot’s seat. For a full hour, in spite of his agony and ever-increasing weakness, he gave orders as necessary, refusing to allow the aircraft to be brought down until the conditions of light and sea made this possible without undue risk.

With his assistance the aircraft was safely landed on the water. He then directed the taxying and beaching of the aircraft so that it could easily be salvaged. When the medical officer went on board, Flying Officer Cruickshank collapsed and he had to be given a blood transfusion before he could be removed to hospital.

By pressing home the second attack in his gravely wounded condition and continuing his exertions on the return journey with his strength failing all the time, he seriously prejudiced his chance of survival even if the aircraft safely reached its base. Throughout, he set an example of determination, fortitude and devotion to duty in keeping with the highest traditions of the Service.’

Note: although The London Gazette recorded Cruickshank’s rank on 17 July 1944 as Flying Officer, another source noted his promotion to Flight Lieutenant on 10 July 1944.

Flying Officer Cruickshank’s wounds were such that he was not able to fly again. He was released from active service in September 1946.

Literature:
London Gazette (Supplement) 29 August 1944, p. 4073.
Bowyer, Chaz, For Valour: The Air VCs, London: Grub Street Publishing, 1992, pp.378-386.
Hendrie, Andrew, Flying Catalinas: The Consolidated PBY Catalina in World War II, Barnsley: Pen and Sword Aviation, 2012.

Location: 17 May 1943, over Germany
Who: Wing Commander Guy Penrose Gibson (39438 ) VC, DSO*, DFC* , Royal Air Force Volunteer Reserve, 12 August 1918 – 19 September 1944

Wing Commander Gibson (in door) with his crew about to board for the Dam raid.

Operation Chastise by No 617 squadron, Bomber Command, was aimed at the destruction of 6 German dams in the Ruhr: Mohne, Eder, Sorpe, Ennepe, Lister and Schwelme. A total of 19 Lancasters from RAF Scampton participated, led by Wing Commander Gibson in serial ED 932, coded AJ-G, who took off first at 2155 hrs. The Mohne and Eder dams were breached and the Sorpe damaged, for the loss of 8 Lancasters. Of the 133 aircrew, 53 perished (40%).

Wing Commander Gibson’s Medal Bar, including Victoria Cross, is held in the RAF Museum.

LONDON GAZETTE Friday 28th May, 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 Guy Penrose GIBSON, D.S.O., D.F.C. (39438), Reserve of Air Force Officers, No. 617 Squadron: — This officer served as a night bomber pilot at the beginning of the war and quickly established a reputation as an outstanding operational pilot. In addition to taking the fullest possible share in all normal operations, he made single-handed attacks during his “rest” nights on such highly defended objectives as the German battleship Tirpitz, then completing in Wilhelmshaven. When his tour of operational duty was concluded, he asked for a further operational posting and went to a night-fighter unit instead of being posted for instructional duties. In the course of his second operational tour, he destroyed at least three enemy bombers and contributed much to the raising and development of new night-fighter formations. After a short period in a training unit, he again volunteered for operational duties and returned to night bombers. Both as an operational pilot and as leader of his squadron, he achieved outstandingly successful results and his personal courage knew no bounds. Berlin, Cologne, Danzig, Gdynia, Genoa, Le Creusot, Milan, Nuremberg and Stuttgart were among the targets he attacked by day and by night. On the conclusion of his third operational tour, Wing Commander Gibson pressed strongly to be allowed to remain on operations and he was selected to command a squadron then forming for special tasks. Under his inspiring leadership, this squadron has now executed one of the most devastating attacks of the war—the breaching of the Moehne and Eder dams. The task was fraught with danger and difficulty. Wing Commander Gibson personally made the initial attack on the Moehne dam. Descending to within a few feet of the water and taking the full brunt of the anti-aircraft defences, he delivered his attack with great accuracy. Afterwards he circled very low for 30 minutes, drawing the enemy fire on himself in order to leave as free a run as possible to the following aircraft which were attacking the dam in turn. Wing Commander Gibson then led the remainder of his force to the Eder dam where, with complete disregard for his own safety, he repeated his tactics and once more drew on himself the enemy fire so that the attack could be successfully developed. Wing Commander Gibson has completed over 170 sorties, involving more than 600 hours operational flying. Throughout his operational career, prolonged exceptionally at his own request, he has shown leadership, determination and valour of the highest order.”

Avro Lancaster B III (Special). Note the cut away bomb-bay and removal of mid-upper turret.

On the night of 18/19 September 1944, Wing Commander Gibson volunteered to fly as Master Bomber for a raid on Rheydt and Munchen Gladbach, involving 220 Lancasters and 10 Mosquitos. For this mission, Gibson was flying a Mosquito he had borrowed from 627 Squadron, Path Finder Force, serial KB 267 and coded E for Easy; his navigator was Squadron Leader James Warwick DFC. The raid was a success but on the return flight, Gibson’s aircraft crashed, killing both crew, who are buried in the Steenbergen-En-Kruisland Roman Catholic Cemetery, Netherlands.

The ‘Dambusters’ raid by 617 Squadron on 16 May 1943, led by Wing Commander Guy Gibson, is perhaps one of the best known events in the history of the RAF in the Second World War and there is a vast wealth of information available across multiple sources.

RAF Museum has a dedicated online exhibition; this author also recommends The National Archives, which contain the original Operational Order, radio code words for success (the breaching of the first dam, the Mohne, was to be reported with the name of Gibson’s dog); aircraft route maps and post-attack evaluations.

Routes for raid. The National Archives MPI 1/681

Credits:

Citation: London Gazette 28 May 1943

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

Photos
Art Portrait: RAF Museum
Medal bar: RAF Museum
Grave: The War Graves Photographic Project (www.twgpp.org)
Avro Lancaster: RAF Museum.

Additional sources

The National Archives

AIR 14/2088; AIR 14/2036; AIR 14/840; AIR 8/1239; AIR 2/8395; MPI 1/681

In our seventh Victoria Cross blog, we bring you the story of two men who both earnt the Victoria Cross whilst trying to destroy bridges using the Fairey Battle.

Location: 12 May 1940, over Belgium
Who: Sergeant Thomas Gray 563627 VC Royal Air Force, 17 May 1914 – 12 May 1940 and Flying Officer Donald Edward Garland (40105) VC Royal Air Force, 28 June 1918 – 12 May 1940

 

After 8 months of inactivity on the Western Front, with British, French and German armies facing each other over the Maginot and Siegfried Lines of forts, on 10 May 1940, German forces launched their Blitzkrieg [lightning war] against British and French forces, thrusting into France, Belgium and Netherlands with armour and close support from the Luftwaffe. By 12 May, the British and French armies were in headlong retreat, the former towards the beaches of Dunkirk, with German armour crossing undamaged bridges on the Albert Canal, heading for Brussels. The Advanced Air Striking Force [that element of the RAF supporting the British Expeditionary Force] issued Task 109 at 1315 hrs, ordering 12 Squadron in their Fairey Battles to destroy the bridges “at all costs”. Flying Officer Garland, flying Battle P 2204 coded PH-K, took off at the head of a formation of 5 Battles with Sergeant Thomas Gray as his Observer [Navigator/Bomb Aimer] and Leading Aircraftman Lawrence Reynolds as his Wireless Operator/Air Gunner. All three were killed. Only one Battle returned, badly damaged. The bridges were slightly damaged but within hours, the efficient German Army sappers (engineers) had thrown temporary bridges across the Canal.

A much more comprehensive description of this action, and the history of the Fairey Battle more generally, was published as a blog on 20 January 2023.

THE LONDON GAZETTE, 11 June 1940

“The KING has been graciously pleased to confer the Victoria Cross on the under-mentioned officer and non-commissioned officer, in recognition of most conspicuous bravery:— Flying Officer Donald Edward GARLAND (40105). 563627 Sergeant Thomas GRAY. Flying Officer Garland was the pilot and Sergeant Gray the observer of the leading aircraft of a formation of five aircraft that attacked a bridge over the Albert Canal which had not been destroyed and was allowing the enemy to advance into Belgium. All the air crews of the squadron concerned volunteered for the operation and, after five crews had been selected by drawing lots, the attack was delivered at low altitude against this vital target. Orders were issued that this bridge was to be destroyed at all costs. As had been anticipated, exceptionally intense machine gun and anti-aircraft fire was encountered, and the bridge area was heavily protected by enemy fighters. In spite of this the formation successfully delivered a dive bombing attack from the lowest practicable altitude and British fighters in the vicinity reported that the target was obscured by the bombs bursting on it and in its vicinity. Only one aircraft returned from this mission out of the five concerned. The pilot of this aircraft reports that in addition to the extremely heavy anti-aircraft fire, through which our aircraft dived to attack the objective, they were also attacked by a large number of enemy fighters after they had released their bombs on the target. of the success of this vital operation must be attributed to the formation leader, Flying Officer Garland, and to the coolness and resource of Sergeant Gray, who navigated Flying Officer Garland’s aircraft under most difficult conditions in such a manner that the whole formation was able successfully to attack the target in spite of subsequent heavy losses. Flying Officer Garland and Sergeant Gray unfortunately failed to return from the mission.”

Flying Officer Garland’s Victoria Cross in held in the RAF Museum, Hendon, London.
The location of Sergeant Gray’s Victoria Cross is not recorded.

Credits:

Citation: London Gazette

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

Photos
Sergeant Gray: RAF Museum
Flying Officer Garland: RAF Museum
Victoria Cross: RAF Museum
Graves: The War Graves Photographic Project (www.twgpp.org)
Fairey Battle: painting by Roy Cross, courtesy of Airfix.

On 3 May 1943, Squadron Leader Leonard Trent was B Flight Commander, 487 (RNZAF) Squadron based at RAF Feltwell, Norfolk, equipped with Lockheed Ventura light bombers. That day, he was to lead his squadron’s daylight attack against a power station in Amsterdam, Netherlands, as a diversionary raid for one by 107 Squadron against a steel works elsewhere in Holland. Both raids were planned to have strong fighter escorts. 

Location: 3 May 1943, over the Netherlands
Who: Squadron Leader Leonard Henry Trent (N.Z. 2481) VC DFC Royal New Zealand Air Force, 14 April 1915 – 19 May 1986.

 

Trent was allocated Ventura AJ 209, coded EG-V; his crew was Flight Lieutenant V Phillips as navigator; Flying Officer R Thomas as wireless operator and Sergeant W Trenery as mid-upper gunner. Take-off was just after 1630 hours.

The significant delay between the date of the action (3 May 1943) and the award being Gazetted (1 March 1946) was because his heroism only came to light after his, and others’, repatriation from a PoW camp.

London Gazette Friday 1 March 1946

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery:— Squadron Leader Leonard Henry TRENT, D.F.C. (N.Z.2481, Royal New Zealand Air Force, No. 487 (R.N.Z.A.F.) Squadron. On the 3rd May, 1943, Squadron Leader Trent was detailed to lead a formation of Ventura aircraft in a daylight attack on the power station at Amsterdam. This operation was intended to encourage the Dutch workmen in their resistance to enemy pressure. The target was known to be heavily defended. The importance of bombing it, regardless of enemy fighters or anti-aircraft fire, was strongly impressed on the air crews taking part in the operation. Before taking off, Squadron Leader Trent told the deputy leader that he was going over the target, whatever happened. All went well until the Venturas and their fighter escort were nearing the Dutch coast. Then one bomber was hit and had to turn back. Suddenly, large numbers of enemy fighters appeared. Our escorting fighters were hotly engaged and lost touch with the bombing force. The Venturas closed up for mutual protection and commenced their run up to the target. Unfortunately, the fighters detailed to support them over the target had reached the area too early and had been recalled. Soon the bombers were attacked. They were at the mercy of 15 to 20 Messerschmitts which dived on them incessantly. Within four minutes six Venturas were destroyed. Squadron Leader Trent continued on his course with the 3 remaining aircraft. In a short time 2 more Venturas went down in flames. Heedless of the murderous attacks and of the heavy anti-aircraft fire which was now encountered, Squadron Leader Trent completed an accurate bombing run and even shot down a Messerschmitt at point-blank range. Dropping his bombs in the target area, he turned away. The aircraft following him was shot down on reaching the target. Immediately afterwards his own aircraft was hit, went into a spin and broke up. Squadron Leader Trent and his navigator were thrown clear and became prisoners of war. The other two members of the crew perished. On this, his 24th sortie, Squadron Leader Trent showed outstanding leadership. Such was the trust placed in this gallant officer that the other pilots followed him unwaveringly. His cool, unflinching courage and devotion to duty in the face of overwhelming odds rank with the finest examples of these virtues”.

Trent’s Ventura crashed at 1800 hours at Kometen Polder, he and his navigator escaping by parachute and becoming Prisoners of War.

Transferring to the RAF upon his return to the UK, Trent pursued a meritorious career in the RAF, including commanding a Valiant V-Bomber squadron, then a Valiant base; and being appointed an Aide-de-Campe to Her Majesty Queen Elizabeth II, retiring in 1965 with the rank of Group Captain. He then returned to his native New Zealand.

Group Captain Trent’s medal bar (including VC) is held by the Air Force Museum of New Zealand, Christchurch, New Zealand.

He was cremated and is commemorated in Fremantle Cemetery, Freemantle, Western Australia.

Credits:

Citation: London Gazette 1 March 1946
Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

Photos
Squadron Leader Trent: RAF Museum
Ventura photo and painting: RAF Museum
Victoria Cross: RAF Museum
Memorial: Auckland Museum, Australia

In our sixth Victoria Cross blog, we tell the story of Sergeant Norman Cyril Jackson’s night raid on Schweinfurt.

Location: 26 April 1943, over Germany
Who: Sergeant Norman Cyril Jackson (905192) VC, Royal Air Force Volunteer Reserve, 8 April 1919 – 26 March 1994

On 26 April 1943, Sergeant Jackson was Flight Engineer on Lancaster ME 669, coded ZN-O (Aircraft captain: Sergeant – later Flying Officer – Fred Miffin) of 106 Squadron, based at RAF Syerston. That night, 106 Squadron was tasked with a night raid on Schweinfurt. Take-off was at 21.30 hours.

The significant delay between the date of the action (26 April 1943) and the award being Gazetted (26 October 1945) was because the sole witnesses to Jackson’s bravery were his fellow crew members. Only on their release from a Prisoner of War camp were the facts known.

The London Gazette Friday 26 October 1945

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned airman in recognition of most conspicuous bravery: — 905192 Sergeant (now Warrant Officer) Norman Cyril JACKSON, R.A.F.V.R., 106 Squadron. This airman was the flight engineer in a Lancaster detailed to attack Schweinfurt on the night of 26th April, 1944. Bombs were dropped successfully and the aircraft was climbing out of the target area. Suddenly it was attacked by a fighter at about 20,000 feet. The captain took evading action at once, but the enemy secured many hits. A fire started near a petrol tank on the upper surface of the starboard wing, between the fuselage and the inner engine. Sergeant Jackson was thrown to the floor during the engagement. Wounds which he received from shell splinters in the right leg and shoulder were probably sustained at that time. Recovering himself, he remarked that he could deal with the fire on the wing and obtained his captain’s permission to try to put out the flames. Pushing a hand fire-extinguisher into the top of his life-saving jacket and clipping on his parachute pack, Sergeant Jackson jettisoned the escape hatch above the pilot’s head. He then started to climb out of the cockpit and back along the top of the fuselage to the starboard wing. Before he could leave the fuselage his parachute pack opened and the whole canopy and rigging lines spilled into the cockpit. Undeterred, Sergeant Jackson continued. The pilot, bomb aimer and navigator gathered the parachute together and held on to the rigging lines, paying them out as the airman crawled aft. Eventually he slipped and, falling from the fuselage to the starboard wing, grasped an air intake on the leading edge of the wing. He succeeded in clinging on but lost the extinguisher, which was blown away.

By this time, the fire had spread rapidly and Sergeant Jackson was involved. His face, hands and clothing were severely burnt. Unable to retain his hold, he was swept through the flames and over the trailing edge of the wing, dragging his parachute behind. When last seen it was only partly inflated and was burning in a number of places. Realising that the fire could not be controlled, the captain gave the order to abandon aircraft. Four of the remaining members of the crew landed safely. The captain and rear gunner have not been accounted for. Sergeant Jackson was unable to control his descent and landed heavily. He sustained a broken ankle, his right eye was closed through burns and his hands were useless. These injuries, together with the wounds received earlier, reduced him to a pitiable state. At daybreak he crawled to the nearest village, where he was taken prisoner. He bore the intense pain and discomfort of the journey to Dulag Luft with magnificent fortitude. After 10 months in hospital he made a good recovery, though his hands require further treatment and are only of limited use. This airman’s attempt to extinguish the fire and save the aircraft and crew from falling into enemy hands was an act of outstanding gallantry. To venture outside, when travelling at 200 miles an hour, at a great height and in intense cold, was an almost incredible feat. Had he succeeded in subduing the flames, there was little or no prospect of his regaining the cockpit. The spilling of his parachute and the risk of grave damage to its canopy reduced his chances of survival to a minimum. By his ready willingness to face these dangers he set an example of self-sacrifice which will ever be remembered.”

Warrant Officer Jackson is buried in the London Borough of Richmond’s Twickenahm Cemetery. His medal bar, including the Victoria Cross, is held in Lord Ashcroft’s collection in the IWM, Lambeth [formerly Imperial War Museum].

Credits:

Citation: London Gazette 26 October 1945

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

Images
Sergeant Jackson: RAF Museum
Victoria Cross: RAF Museum
Grave: The War Graves Photographic Project (www.twgpp.org)
Lancaster: RAF Battle of Britain Memorial Flight

 

In our fifth Victoria Cross blog, we tell the story of Squadron Leader John Dering Nettleton’s daring but highly risky raid on M.A.N, a diesel-engine manufacturer.

Location: 17 April 1942, over France and Germany
Who: Squadron Leader John Dering Nettleton (41452) VC,  Royal Air Force, 28 June 1917 – 13 July 1943

In the Spring of 1942, German U-Boats [submarines] were winning the Battle of the Atlantic, sinking many merchant ships and risking breaking the life-line of war materials and food to the UK. To slow production, the Air Ministry decided to mount an attack on the M.A.N [Maschinenfabrik Augsburg Nurnberg A.G.] diesel-engine manufacturer in Augsburg, Bavaria, Germany. Recognising the difficulties of hitting a specific target in night raids, this one was to be in daylight by newly-introduced Avro Lancaster aircraft. And they were briefed to hit not just the factory complex but one specific building in its centre. A daring but highly risky venture to fly to a target 500 miles from the French coast, a 5-hour round trip in the face of the Luftwaffe’s highly effective Messerschmitt Bf 109 and Focke Wulf Fw 190 fighters and German flak gunners [Flieger Abwehr Kanonen – Anti Aircraft Artillery]

Squadron Leader Nettleton had been appointed to No. 44 (Rhodesia) Squadron, based at RAF Waddington: some 25% of the squadron was from South Africa and Southern Rhodesia [now Zimbabwe] (Nettleton himself had been born in South Africa). On the morning of 17 April 1942, Nettleton was allotted to a new Lancaster serial R 5508, coded KM-B. Six Lancasters from 44 Squadron at RAF Waddington plus a further six from 97 Squadron at RAF Woodhall Spa set off for Augsburg: Nettleton led the formation, himself taking off first at 1512 hrs.

The raid was a disaster. Of the 12 Lancasters which took part, only 5 returned (a loss rate of 58%). Of the 85 crew, 37 died, 12 became PoWs and just 36 returned home. Had U-Boat production been halted then, in the brutal statistics of war, these deaths would have been justified: but reality was different. Although the post-strike reconnaissance photos looked impressive, minimal damage was actually caused to the factory. Certainly the roofs were demolished but the crucial machine tools inside suffered little damage: of the 2,700 in the factory, just 8 were destroyed and 69 suffered some degree of damage. Seventeen 1,000 lb bombs landed within the factory complex, of which 7 (41%) failed to explode. Production continued, virtually unchecked, as M.A.N was able to call on satellite factories across Germany and France. U-Boat production – the objective of the raid – was not affected.

HQ Bomber Command War Diary No 5 held by RAF Museum.

The London Gazette Tuesday 28th April 1942:

“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 John Bering NETTLETON (41452), No. 44 (Rhodesia) Squadron. Squadron Leader Nettleton was the leader of one of two formations of six Lancaster heavy bombers detailed to deliver a low-level attack in daylight on the diesel engine factory at Augsburg in Southern Germany on April 17th, 1942. The enterprise was daring, the target of high military importance. To reach it and get back, some 1,000 miles had to be flown over hostile territory. Soon after crossing into enemy territory his formation was engaged by 25 to 30 fighters. A running fight ensued. His rear guns went out of action. One by one the aircraft of his formation were shot down until in the end only his own and one other remained. The fighters were shaken off but the target was still far distant. With great spirit and almost defenceless, he held his two remaining aircraft on their perilous course and after a long and arduous flight, mostly at only 50 feet above the ground, he brought them to Augsburg. Here anti-aircraft fire of great intensity and accuracy was encountered. The two aircraft came low over the roof tops. Though fired at from point blank range, they stayed the course to drop their bombs true on the target. The second aircraft, hit by flak, burst into flames and crash-landed. The leading aircraft, though riddled with holes, flew safely back to base, the only one of the six to return. Squadron Leader Nettleton, who has successfully undertaken many other hazardous operations, displayed unflinching determination as well as leadership and valour of the highest order.”

Squadron Leader John Seymour Sherwood DFC* of 97 Squadron, who led the second echelon of 6 Lancasters, was recommended for the Victoria Cross, endorsed by Air Marshal Harris as “Strongly recommended” but it was not granted; he was awarded the Distinguished Service Order. In all, other aircrew, pilots and others, received a total of 18 Distinguished Flying Crosses and Distinguished Flying Medals [Crosses were for officers, Medals for NCOs]. Plus a number of “Mentioned in Despatches”, all recorded in the London Gazette.

Nettleton piloting this aircraft during low-level daylight training just before raid.

On 12 July 1943, Wing Commander Nettleton was captain of Lancaster ED 331 ‘Z’ of 44 Squadron for a night raid on Turin. In the cold officialese of the time, his aircraft was recorded as “FTR” [failed to return], probably brought down by fighters or flak over the Bay of Biscay. His body was never recovered and he and his crew are remembered on the Commonwealth War Graves Commission’s RAF Memorial to the Missing at Runnymede.

The location of his Victoria Cross is not publicly recorded.

Credits:

Citation: London Gazette 28 April 1942
Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.
The Augsburg Raid Jack Currie DFC Goodall Publications Ltd 1987 (meticulously researched: contains photos, maps and original briefing documents, highly recommended).
Additionally multiple internet sources exist.

Photos
S/L Nettleton: RAF Museum
Victoria Cross: RAF Museum
Memorial: The War Graves Photographic Project (www.twgpp.org)
Lancaster: RAF Museum

 

In our fourth Victoria Cross blog, we’ll explore Flying Officer Kenneth Campbell who gained the Victoria Cross on 6 April 1941 over France.

Location: 6 April 1941 over France
Who: Flying Officer Kenneth Campbell, Royal Air Force Volunteer Reserve 21 April 1917 – 6 April 1941

Flying Officer Campbell was captain and pilot of Bristol Beaufort N 1016, coded OA-X, of 22 Squadron. Campbell was tasked with a torpedo attack on the German battle-cruiser Gneisenau, which was undergoing repairs in Brest, France. Campbell’s crew comprised Sergeant James Phillip Scott (RCAF), navigator; Sergeant William Cecil Mulliss (RAFVR), wireless operator; and Flight Sergeant Ralph Walter Hillman (RAF), wireless operator/air-gunner. Although 22 Squadron was normally based at RAF North Coates, Lincolnshire, several Beauforts had been temporarily detached to RAF St Eval, Cornwall, to be nearer their target. Campbell took off at 0430 hrs. Because of bad weather, his was the only aircraft to make an attack.

The lengthy delay between the action (6 April 1941) and the award being Gazetted (13 March 1942) was because there were no British witnesses to the action. Reports from subsequently-captured German naval personnel, supplemented by French Resistance members working in Brest docks, formed the evidence for the award.

A Bristol Beaufort. Photo courtesy of Air Historical; Branch, Royal Air Force.

The London Gazette Friday 13th March 1942:

The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery:— Flying Officer Kenneth CAMPBELL (72446), Royal Air Force Volunteer Reserve (deceased), No. 22 Squadron. This officer was the pilot of a Beaufort aircraft of Coastal Command which was detailed to attack an enemy battle cruiser in Brest Harbour at first light on the morning of 6th April, 1941. The aircraft did not return but it is now known that a torpedo attack was carried out with the utmost daring. The battle cruiser was secured alongside the wall on the north shore of the harbour, protected by a stone mole bending round it from the west. On rising ground behind the ship stood protective batteries of guns. Other batteries were clustered thickly round the two arms of land which encircle the outer harbour. In this outer harbour near the mole were moored three heavily-armed anti-aircraft ships, guarding the battle cruiser. Even if an aircraft succeeded in penetrating these formidable defences, it would be almost impossible, after delivering a low-level attack, to avoid crashing into the rising ground beyond. This was well known to Flying Officer Campbell who, despising the heavy odds, went cheerfully and resolutely to the task. He ran the gauntlet of the defences. Coming in almost at sea level, he passed the anti-aircraft ships at less than mast-height in the very mouths of their guns, and skimming over the mole launched a torpedo at point-blank range. The battle cruiser was severely damaged below the water-line, and was obliged to return to the dock whence she had come only the day before. By pressing home his attack at close quarters in the face of a withering fire on a course fraught with extreme peril, Flying Officer Campbell displayed valour of the highest order.

Flying Officer Campbell and his crew are buried in the Commonwealth War Graves Commission’s plot within Brest (Kerfaufras) Cemetery.

Campbell’s Victoria Cross is reportedly held by RAF Cranwell.

Credits:

Citation: London Gazette 13 March 1942

Additional biographical details:
For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.
The National Archives Air 2/5686 ‘Recommendations for Victoria Cross’.

Photos
Flying Officer Campbell: Courtesy of AHB
Victoria Cross: RAF Museum
Grave headstone: The War Graves Photographic Project (www.twgpp.org)
Beaufort: RAF Museum

 

In the third of a new series of blogs, we’ll be taking a deep dive into the stories of the 29 RAF personnel whose valour earned them the Victoria Cross. This post covers Pilot Officer Cyril Joe Barton who gained the Victoria Cross on 30 March.

Location: 30 March 1944
Who: Pilot Officer Cyril Joe Barton 5 June 1921 – 31 March 1944

On 30 March 1944, Pilot Officer Barton was Captain of Halifax LK 797, coded E and named Excalibur, of 78 Squadron, based at RAF Breighton. That night, 30/31 March 1944, was a “Maximum Effort” against Nuremberg by 795 Lancasters and Halifaxes. Barton took off at 22.12 hours.

That night also saw the heaviest-ever Bomber Command losses, some 94 bombers going down over Germany and almost the same number again succumbing to the unforgiving North Sea or crashing/crash-landing in Britain. Crew losses were 500 airmen.

Cyril Joe Barton’s Victoria Cross which is part of the Museum’s collections and on display in the Midlands.

The LONDON GAZETTE reported on 27 June 1944:

“The KING has been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery — Pilot Officer Cyril Joe BARTON (168669), R A F V R , 578 Squadron (deceased). On the night of 30th March, 1944, Pilot Officer Barton was captain and pilot of a Halifax aircraft detailed to attack Nuremberg. When some 70 miles short of the target, the aircraft was attacked by a Junkers 88. The first burst of fire from the enemy made the intercommunication system useless. One engine was damaged when a Messerschmitt 210 joined the fight. The bomber’s machine guns were out of action and the gunners were unable to return the fire. Fighters continued to attack the aircraft as it approached the target area and, in the confusion caused by the failure of the communications system at the height of the battle, a signal was misinterpreted and the navigator, air bomber and wireless operator left the aircraft by parachute.

Pilot Officer Barton faced a situation of dire peril. His aircraft was damaged, his navigational team had gone and he could not communicate with the remainder of the crew. If he continued his mission, he would be at the mercy of hostile fighters when silhouetted against the fires in the target area and if he survived, he would have to make a 4½ hours journey home on three engines across heavily-defended territory. Determined to press home his attack at all costs, he flew on and, reaching the target, released the bombs himself. As Pilot Officer Barton turned for home the propeller of the damaged engine, which was vibrating badly, flew off. It was also discovered that two of the petrol tanks had suffered damage and were leaking. Pilot Officer Barton held to his course and, without navigational aids and in spite of strong head winds, successfully avoided the most dangerous defence areas on his route. Eventually he crossed the English coast only 90 miles north of his base. By this time the petrol supply was nearly exhausted. Before a suitable landing place could be found, the port engines stopped. The aircraft was now too low to be abandoned successfully. Pilot Officer Barton therefore ordered the three remaining members of his crew to take up their crash stations. Then, with only one engine working, he made a gallant attempt to land clear of the houses over which he was flying. The aircraft finally crashed and Pilot Officer Barton lost his life, but his three comrades survived. Pilot Officer Barton had previously taken part in 4 attacks on Berlin and 14 other operational missions. On one of these, two members of his crew were wounded during a determined effort to locate the target despite appalling weather conditions. In gallantly completing his last mission in the face of almost impossible odds, this officer displayed unsurpassed courage and devotion to duty.

Pilot Officer Barton is buried in Kingston-upon-Thames Cemetery.

Letter from Cyril to his mother, written to be posted should he not survive.

Credits: 

Citation: London Gazette 27 June 1944

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

The Bombing of Nuremberg: James Campbell, Futura Publications 1973

 Photos

P.O. Barton: RAF Museum

Victoria Cross: RAF Museum

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

Halifax: RAF Museum

In the second of a new series of blogs, we’ll be taking a deep dive into the stories of the 29 RAF personnel whose valour earned them the Victoria Cross. This post covers Captain Edward Swales who earnt the Victoria Cross on 23 February.

Location: February 23rd 1945, over Germany
Who: Captain Edwin Swales (6101V) VC DFC, South African Air Force VC 3 July 1915 – 23 February 1945

On 23 February 1945, Captain Swales was Captain of Lancaster PB 538 ‘M’ of 582 Squadron, Path Finder Force, based at RAF Little Staughton. Swales was appointed Master Bomber for a 374 aircraft raid on Pforzheim, taking off at 1636 hrs. Captain Swales was the sole member of the South African Air Force to serve in Path Finder Force.

Avro Lancaster Mk. III (PB538 60-M), starboard front view on ground, with crew standing beneath nose, 22 February 1945.

NOTE: the London Gazette gives his rank as Captain but his Commonwealth War Graves Commission grave marker records Major.

The LONDON GAZETTE reported on 24 April 1945:

The KING has ‘been graciously pleased to confer the VICTORIA CROSS on the under-mentioned officer in recognition of most conspicuous bravery:.— Captain Edwin SWALES, D.F.C. S.A.A.F., 582 Sqn. (deceased). Captain Swales was ” master bomber ” of a force of aircraft which attacked Pforzheim on the night of February 23rd, 1945. As ” master bomber,” he had the task of locating the target area with precision and of giving aiming instructions to the main force of bombers following in his wake.
Soon after he had reached the target area he was engaged by an enemy fighter and one of his engines was .put out of action. His rear guns failed. His crippled aircraft was an easy prey to further attacks. Unperturbed, he carried on with his allotted task; clearly and precisely he issued aiming instructions to the main force. Meanwhile the enemy fighter closed the range and fired again. A second engine of Captain Swales’ aircraft was put out of action. Almost defenceless, he stayed over the target area issuing his aiming instructions until he was satisfied that the attack had achieved its purpose. It is now known that the attack was one of the most concentrated and successful of the war. Captain Swales did not, however, regard his mission as completed. His aircraft was damaged. Its speed had been so much reduced that it could only with difficulty be kept in the air. The blind-flying instruments were no longer working. Determined at all costs to prevent his aircraft and crew from falling into enemy hands, he set course for home. After an hour he flew into thin-layered cloud. He kept his course by skilful flying between the layers, but later heavy cloud and turbulent air conditions were met. The aircraft, by now over friendly territory, became more and more difficult to control; it was losing height steadily. Realising that the situation was desperate Captain Swales ordered his crew to bale out. Time was very short and it required all his exertions to keep the aircraft steady while each of his crew moved in turn to the escape hatch and parachuted to safety. Hardly had the last crew-member jumped when the aircraft
plunged to earth. Captain Swales was found dead at the controls. Intrepid in the attack, courageous in the face of danger, he did his duty to the last, giving his life that his comrades might live.

His Victoria Cross is held by the National Museum of Military History, Johannesburg, South Africa.

Museum Archive contains a number of maps and navigation logs used by Captain Swales’ navigator on raids over Germany.

He rests in the Commonwealth War Graves Commission’s Leopoldsburg War Cemetery.

Credits:

 Citation: London Gazette 24 April 1945

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

 

Photos

People: RAF Museum Archive

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

Lancaster: RAF Museum