Blog

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.

Crown Copyright

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.

Crown Copyright

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.

Crown copyright

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

Crown copyright

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

Crown copyright

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.

Location: August – October 1918, over France

Who: Lieutenant (Acting Captain) Andrew Frederick Weatherby Beauchamp-Proctor VC DSO MC and Bar DFC, Royal Air Force

4 September 1894 – 21 June 1921

David Cowan Dobson, Anthony Frederick Weatherby Beauchamp-Proctor, oil on canvas, 1919-20. Copyright: the artist’s estate. Image: RAF Museum (every effort has been made to contact the copyright owner for permission to publish this painting.  If you are the owner, please contact the Museum).

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.

RAF Museum X004-7598/006

NOTE: there is uncertainty over the hyphen in his name. RFC/RAF records have a hyphen which his passport lacks. In personal correspondence, he signed A. Beauchamp Proctor. RAF Museum follows the RAF naming.

THE LONDON GAZETTE, SATURDAY 30 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: — Lieut. (A./Capt.) Andrew Weatherby Beauchamp-Proctor, D.S.O., M.C., D.F.C., No. 84 Sqn., R.A. Force. Between August 8th, 1918, and October 8th, 1918, this officer proved himself victor in twenty-six decisive combats, destroying twelve enemy kite balloons, ten enemy aircraft, and driving down four other enemy aircraft completely out of control.

RAF Museum X004-7598/006

Between October 1st, 1918, and October 5th, 1918, he destroyed two enemy scouts, burnt three enemy kite balloons, and drove down one enemy scout completely out of control. On October 1st, 1918, in a general engagement with about twenty-eight machines, he crashed one Fokker biplane near Fontaine and a second near Ramicourt; on October 2nd, he burnt a hostile balloon near Selvjgny; on October 3rd he drove down, completely out of control, an enemy scout near Mont d’Origny, and burnt a hostile balloon; on October 5th, the third hostile balloon near Bohain. On October 8th, 1918, while flying home at a low altitude, after destroying an enemy two-seater near Maretz, he was painfully wounded in the arm by machine-gun fire, but, continuing, he landed safely at his aerodrome, and after making his report was admitted to hospital.

Beauchamp-Proctor’s Medal Bar – VC on extreme left RAF Museum X004-7598/006

In all he has proved himself conqueror over fifty-four foes, destroying twenty-two enemy machines, sixteen enemy kite balloons, and driving down sixteen enemy aircraft completely out of control. Captain Beauchamp-Proctor’s work in attacking enemy troops on the ground and in reconnaissance during the withdrawal following on the Battle of St. Quentin from March 21st, 1918, and during the victorious advance of our Armies commencing on August 8th, has been almost unsurpassed in its Brilliancy, and. as such has made an impression on those serving in his squadron and those around him that will not be easily forgotten. Capt. Beauchamp-Proctor was awarded Military Cross on 22nd June, 1918; D.F.Cross on 2nd July, 1918; Bar to M.C. on 16th September, 1918; and Distinguished Service Order on 2nd November, 1918.”

Royal Aircraft Factory SE 5A

Beauchamp-Proctor remained in the RAF after the Armistice but was killed in a flying accident at RAF Upavon, Wiltshire. Initially buried in the local churchyard, being South African by birth, his body was repatriated and he now rests in Mafikeng Cemetery, Republic of South Africa

From left to right: Beauchamp -Proctor’s Grave Markers at Mafeking and Upavon Cemeteries

His Victoria Cross is in Lord Ashcroft’s collection at IWM [formerly Imperial War Museum], Lambeth, London.

Credits:

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

Photos
Lieutenant Beauchamp-Proctor: RAF Museum
Royal Aircraft Factory SE 5A: RAF Museum
Grave markers: The War Graves Photographic Project (www.twgpp.org)

Withdrawal and Reckoning

‘Market Garden was not a failure: it was 90% successful. We gained 90% of our objectives’.
Field Marshal Montgomery in official 21st Army Group post-action report.

‘In my – prejudiced – view, if the operation had been properly backed from its inception, and given the aircraft, ground forces and administrative resources necessary for the job – it would have succeeded in spite of my mistakes, or the adverse weather, or the presence of the 2nd SS Panzer Corps in the Arnhem area.

I remain MARKET-GARDEN’s unrepentant advocate.’
Memoirs. Montgomery of Alamein p. 267

We have no regrets
Major-General R E Urquart, Commander, 1st British Airborne Division

Montgomery may have been mathematically correct in that 90% of the distance from the start line at Joe’s Bridge on the Meuse-Escaut Canal to Arnhem Bridge was captured. But other analysts say it was a desperate failure. Given that the primary objective Montgomery devised and Eisenhower endorsed was to capture the Arnhem bridge, thus opening a route to the Zuider Zee and facilitating a circumvention of German defences enabling an attack on the Ruhr, the only possible conclusion was that it failed. Capturing the intervening bridges on the way to Arnhem was only a means to an end, namely British Army’s XXX Corps advancing to relieve 1st British Airborne Division north of the Rhine and holding the bridge. That had failed. The British and Americans had to dig in over the winter. And the Germans had an opportunity to dig in as well and reinforce their defences.

German officer supervising civilian deportations September 1944 – clandestine photo
by resistance worker: St Eusebius Church display, Arnhem via Author

RAF participation was limited by the resources available to it; by the strength of German flak and fighter defences; having to operate from two areas (Southern England and Belgium) with different weather patterns and difficult communications, leading to conflicting tasking; as well as the interaction with other faults, such as lack of radio communications. And by a factor over which Montgomery had no control, despite his assumptions: bad weather.

Why did Market Garden fail so completely? Shelves of books have been written on this topic, which lies outside the purpose of this blog, but readers seeking detailed analyses might look at, inter alia: The National Archives WO 205/623 ‘Market Garden: lessons learned’ and for the RAF particularly, ‘Airborne Forces Air Historic Branch Air Ministry 1951 pp 173-178’. But does not General Montgomery, who conceived and actively promoted the operation, bear the greatest responsibility?

After the fighting: Archives London Borough of Croydon

A footnote on broken communications: radios could not communicate within Arnhem (bridge to Oosterbeek – just 8 miles) and from Arnhem to Nijmegen but the Dutch telephone system was fully automatic and in good working order; as the Dutch resistance movement knew.

Of the approximately ten thousand six hundred British and Polish men who fought north of the Lower Rhine, only two thousand three hundred and ninety-eight returned. Of the rest, including the Polish Brigade south of the Rhine and men who died in captivity as a result of their wounds or other causes until the end of 1944, one thousand four hundred and eighty-five men had died, and six thousand four hundred and fourteen were taken prisoner, of whom about one-third were wounded. British Army XXX Corps lost 5,334 killed; US Airborne 3,974 and 378 Poles.

‘Operation Manna’ Lancaster dropping not bombs but sacks of food: RAF Museum P007095

RAF aircrew won the following awards: Victoria Cross, one; Distinguished Service Order, one; Distinguished Flying Cross (officers), thirty-four; Distinguished Flying Medal (NCOs and other ranks), four. Also, four members of the Royal Army Service Corps, flying as aircraft despatchers, were awarded the Distinguished Flying Medal. One member of the Glider Pilots Regiment won the Victoria Cross, but when fighting as infantry on the ground [all glider pilots always received full infantry training and were required to remain and fight with the Parachute Regiment].

Some 6,172 aircraft sorties were flown in support of Market Garden for the loss of 125 aircraft, against 160 enemy aircraft claimed as destroyed. 38 Group alone recorded 118 aircraft damaged in action.

Arnhem bridge after VE-Day (note foot crossing over wreckage): Australian War Memorial Museum

This author has found it impossible to arrive at an exact figure for the number of RAF fatalities during Operations Market and Garden as they are not recorded by campaign. And many records refer to ‘casualties’ for both wounded and killed. A definitive number is that between 17 and 26 September, the Commonwealth War Graves Commission’s record show that 1,022 RAF personnel died.

But these figures cover all theatres and all Commands. And include personnel wounded before 17 September who died during that period, but exclude personnel wounded 17-26 September but succumbing later; also including ground crew who died of accident or disease. What can be stated with accuracy is that 97 RAF/RAAF/RCAF/RNZAF personnel lie in the CWGC’s Arnhem Oosterbeek War Cemetery who died during Operation Market. Plus 10 Air Despatchers of the Royal Army Service Corps.

A Commemorative Delft tile:  ‘Food, Peace, Freedom’ – RAF Museum 1987/1402/C

It cannot in any way be described as a success for the Dutch people. Arnhem and Oosterbeek were largely reduced to rubble; their inhabitants – who so enthusiastically welcome the paratroopers as liberators – were deported; the Germans reacted to a railway workers strike by stopping the movement of food within Holland and opening sluice gates to flood low land and thereby prevent further Allied airborne assaults. These actions together created the Hongerwinter [Hunger Winter] which led to mass starvation and deaths.

John Frost Bridge, named after Lieut.-Colonel John Frost, Commander of Paratroops at Arnhem bridge: Author 2024

Finally, a local agreement was reached with German forces to permit Operation Manna from 29 April 1945 when Lancasters and Halifaxes, unarmed and unmolested by the Germans, flew at low level dropping sacks of food. The US Eighth Air Force did likewise under Operation Chowhound. And Arnhem? The ruins were not liberated until Operation Anger in April 1945 – just days before the total capitulation of Germany.

Laying flowers at graves 1945

What of the Arnhem road bridge? With the Germans on the north bank of the Lower Rhine in force, the bridge was bombed and destroyed in October 1944 by the USAAF to prevent the German army using it to counter-attack Allied forces encamped in front of Nijmegen.

Laying flowers at graves 2022: Commonwealth War Graves Commission

The Dutch people in Arnhem and Oosterbeek greeted the British and Polish troops as liberators, only to be bitterly disappointed. Today, the Allied sacrifice is still commemorated. Every year, on the Saturday nearest 17 September, dozens of allied transport aircraft drop several hundred parachutists onto Ginkel Heath, to an audience of thousands; Pegasus flags (the emblem of British airborne forces), are frequently seen flying. But it is at Arnhem Oosterbeek War Cemetery – where 1,772 casualties lie – that Dutch sentiment is most strongly displayed. Back in 1945, on that Sunday, people laid flowers on every grave: today, they still do, with a few of the original 1945 children still returning.

Parachute dropping over Ginkel Heath 2023

Credit: RAF/ Ministry of Defence UK

Perhaps we should leave the final words to Prince Bernhard of The Netherlands, speaking to author Cornelius Ryan

‘My country can never again afford the luxury of another Montgomery success.’

Modern Mural, Arnhem: Author 2024

Author’s Note: RAF Museum has very kindly provided access to documents and photographs but the views expressed herein are the author’s alone.

Hartenstein Hotel was British HQ at Oosterbeek in 1944, now Airborne Museum: Author 2024

BIBLIOGRAPHY AND FURTHER READING

• 2nd Tactical Air Force: Volume Two Breakout to Bodenplatte, Christopher Shores and Chris Thomas: Classic/Ian Allan 2004
• A Bridge Too Far cinema film directed by Joseph Levene, directed by Richard Attenborough Released by United Artists 1977
• A Bridge Too Far, Cornelius Ryan; Hamish Hamilton 1974
• Airborne Operations Air Historical Branch Air Ministry 1951
• Battle for Arnhem Pitkin GuideCommonwealth War Graves Commission
• D-Day Atlas, Charles Messenger; Thames & Hudson 2004
• Holts Battlefield Guides: Market-Garden Corridor; Tonie and Valerie Holt Leo Cooper in association with Secker and Warburg 1984
  https://history.army.mil/books/70-7_18.htm
• Overlord, Max Hastings; Michael Joseph 1984
• RAF Historical Society Journal 40 2007
• Slag om Arnhem/Theirs is the Glory’ filmed 1945 distributed by Airborne Museum Hartenstein, Oosterbeek, Netherlands
• The National Archives
  AIR 25/586 Operations Record Book 38 Group
  AIR 25/589 Operations Record Book 38 Group Appendices
  AIR 25/649 Operations Record Book 46 Group
  AIR 25/655 Operations Record Book 46 Group Intelligence Appendices
  AIR 25/705 Operations Record Book 83 Group: Appendices
  AIR 37/1249 21ST ARMY GROUP: Operation “Market Garden”
  CAB 106/962 Report on operation “Market Garden”, the airborne operations at Arnhem 1944 Sept.
  WO 171/118 21 Army Group Report: Appendix S Air targets
  WO 171/118 G. (Ops.) with Apps. K.M.N.S. (“Operation Market Garden”)
  WO 205/1126 Operation Market Garden
  WO 205/623 21 Army Group “Operation Market Garden
  WO 205/623 Operation Market Garden: reports, correspondence, lessons learned
  WO 205/693 Operation Market Garden: reports and instructions

 

22 to 26 September: Der Hexenkessel [Witches’ cauldron]/The Cauldron

The attack to seize the Arnhem bridges having failed, the task falling to the troops remaining at the landing areas was solely to defend themselves and hang on until British Army XXX Corps could reach and cross the Lower Rhine to relieve them.

 Tuesday 26 September D+9

Plan	Achieved
Market Garden should have concluded so no drops envisaged	No activity

 

Overnight 25/26 September, the battered remnants of the 1st Airborne Division crossed from the north bank to the south bank of the Lower Rhine.

Market Garden was over.

Oude Kirk [Old Church] – assembly point for evacuation night 25/26 September: Author

Commonwealth War Graves Cemetery, Valkesnwaard – XXX Corps casualties

---

Monday 25 September D+8

Plan	Achieved
Market Garden should have concluded so no drops envisaged	Last resupply to Arnhem undertaken by seven Dakotas of 575 Squadron from Brussels. No signs from ground. All four damaged by flak.

Arnhem

During this period, 1st Airborne Division was being compressed into a smaller and smaller area centred on the Hartenstein Hotel in Oostebeek and down to the north bank of the Lowe Rhine. German heavy armour and artillery outgunned the paras with their dwindling supplies of ammunition, food and medical supplies. However brave and tenacious, a paratrooper is no match for heavy armour.

Cauldron shrinking: 20 September 2359 hrs CAB 44/254

Ever tighter: 25 September 1400 hrs CAB 44/254

Last stand: evening, 25 September CAB 44/254

XXX Corps

Little progress was made from Nijmegen towards the Arnhem Bridge. However, at 0100, an attempt was made to force a crossing into the Oosterbeek enclave. Heavy German resistance limited the British crossing to just 300 men, and at heavy cost.

2TAF reported armed reconnaissance largely ineffective due to poor visibility. Only 156 ground attack sorties across whole region.

---

Sunday 24 September D+7

Plan	Achieved
Market Garden should have concluded so no drops envisaged	No England-based supply flights. Four Dakotas went to Arnhem from Brussels but saw no signs at the drop points so returned. All damaged by flak.

 

Air activity

Typhoon support for 1 A/B and medium bombers attacked targets in general Arnhem area. Spitfires and Mustang providing top cover. CASEVAC flights continued from 2TAF airfields in Belgium.

83 Group continued ground support of XXX Corps and Casualty Evacuation (weather permitting!) Spitfire servicing.

Arnhem

Condition of  1 A/B  now increasingly desperate as perimeter continually shrinking. 150 Polish troops and very modest supplies transferred across river to 1 A/B.

Mustang IV

Medical Orderlies – trained at RF Hendon

XXX Corps

Still facing stiff German resistance and unable to reach Arnhem bridge or reinforce and resupply 1 A/B across Rhine. They had, though, connected with the Poles at Driel on the south bank.

---

Saturday 23 September D+6

Plan	Achieved
Market Garden should have concluded so no drops envisaged Last resupply missions from England.	123 aircraft dropped supplies but intense German activity and inability to communicate with the transports meant that very little reached 1A/B. Six were lost and sixty-three (more than half) damaged by flak. 575 Squadron arrived in Brussels.

Air activity

83 Group (2TAF) very modest activity: only 48 close support missions

38 Group all flights cancelled by weather

46 Group All gliders delayed from Grantham since 19 September were able to be despatched to American forces only; the Operations Record Book mentions 47 of 50 Dakotas reaching the Arnhem Landing Zone. But by now this was no longer controlled by 1 A/B.

Waco/Hadrian gliders had folding noses for ease of exit

Arnhem

Condition of 1 A/B continued to deteriorate in face of intense German attacks and lack of resupply. The area defended continued to shrink, leading to both sides describing it as a ‘Cauldron’ [Der Hexenkessel [witches cauldron]

Hamilcar glider with nose door open for vehicle discharge

British Army XXX Corps

Heavy fighting continues south of Lower Rhine in bad tank country. In addition to pressing north towards Arnhem, XXX Corps had to protect the flanks of the territory occupied north of the start line. XXX Corps had extended 50 miles northwards but the salient was only some 20 miles wide and in places, the main highway was only a handful of miles from German forces, who made strenuous efforts to break the supply line and cut off XXX Corps’ fighting ‘head’ from its supply line ‘tail’. At times, there were temporary breaks which had to be reopened.

---

Friday 22 September D+5

Plan	Achieved
Market Garden should have concluded so no drops envisaged.	All transport sorties cancelled by bad weather in England.

Air activity

Virtually all British air operations cancelled by bad weather, although 2TAF flew 500 sorties.

Horsa cockpit: Author at de Havilland Aircraft Museum

Arnhem

The Polish soldiers south of the Rhine relieved some of the pressure on 1 A/B as the Germans moved to block the Poles from crossing the river. In Oosterbeek, 1 A/B was being pressed into reducing area, centred on the Hartenstein Hotel, which was where the Headquarters had been established [and which is now the excellent Airborne Museum]. Increasing use was being of heavy panzers, against which paratroopers had little defence.

British Army XXX Corps

Finally, advance elements of  British Army XXX Corps reached the Poles on the south bank but attempts to cross the Rhine at night failed.

Author’s Note: RAF Museum has very kindly provided access to documents and photographs but the views expressed herein are the author’s alone.

BIBLIOGRAPHY AND FURTHER READING

• 2nd Tactical Air Force: Volume Two Breakout to Bodenplatte, Christopher Shores and Chris Thomas: Classic/Ian Allan 2004
• A Bridge Too Far cinema film directed by Joseph Levene, directed by Richard Attenborough Released by United Artists 1977
• A Bridge Too Far, Cornelius Ryan; Hamish Hamilton 1974
• Airborne Operations Air Historical Branch Air Ministry 1951
• Battle for Arnhem Pitkin Guide
• Commonwealth War Graves Commission
• D-Day Atlas, Charles Messenger; Thames & Hudson 2004
• Holts Battlefield Guides: Market-Garden Corridor; Tonie and Valerie Holt Leo Cooper in association with Secker and Warburg 1984
  https://history.army.mil/books/70-7_18.htm
• Overlord, Max Hastings; Michael Joseph 1984
• RAF Historical Society Journal 40 2007
• Slag om Arnhem/Theirs is the Glory’ filmed 1945 distributed by Airborne Museum Hartenstein, Oosterbeek, Netherlands
• The National Archives
  AIR 25/586 Operations Record Book 38 Group
  AIR 25/589 Operations Record Book 38 Group Appendices
  AIR 25/649 Operations Record Book 46 Group
  AIR 25/655 Operations Record Book 46 Group Intelligence Appendices
  AIR 25/705 Operations Record Book 83 Group: Appendices
  AIR 37/1249 21ST ARMY GROUP: Operation “Market Garden”
  CAB 106/962 Report on operation “Market Garden”, the airborne operations at Arnhem 1944 Sept.
  WO 171/118 21 Army Group Report: Appendix S Air targets
  WO 171/118 G. (Ops.) with Apps. K.M.N.S. (“Operation Market Garden”)
  WO 205/1126 Operation Market Garden
  WO 205/623 21 Army Group “Operation Market Garden
  WO 205/623 Operation Market Garden: reports, correspondence, lessons learned
  WO 205/693 Operation Market Garden: reports and instructions

Location: 19 September 1944, over Arnhem, Netherlands

Who: Flight Lieutenant David Samuel Anthony Lord (49149), VC DFC , Royal Air Force
18 October 1913 – 19 September 1944

On 17 September 1944, the British First Airborne Army, also incorporating American and Polish troops, launched an attack on major bridges in Holland, most memorably at Arnhem. This bore the name Operation Market. At the same time, the British Army’s XXX Corps launched a ground offensive to relieve the airborne forces, under the name Operation Garden. By 19 September, the majority of the British troops at Arnhem were under very heavy German attack and running short of supplies. So a desperate effort was made for air resupply missions.

Lord (centre, standing), captain of Dakota over Burma.
Note non-standard defensive armament. RAF Museum P004599

A much fuller description is being published in parallel blogs entitled ‘The Role of the RAF in Operation Market Garden‘.

RAF Dakota III

Flight Lieutenant Lord was assigned to 271 Squadron, 46 Group, based at RAF Down Ampney. On 19 September he was captain and pilot of Douglas Dakota Mk. III serial KG 374, coded YS.DM. His was one of 17 Dakotas in the train, take off starting at 1.00pm.

Earlier successful resupply drop. The National Archives AIR 14/3650

London Gazette 13 November 1945.

‘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 Samuel Anthony LORD, D.F.C. (49149), R.A.F., 271 Sqn. (deceased).

Flight Lieutenant Lord was pilot and captain of a Dakota aircraft detailed to drop supplies at Arnhem on the afternoon of the 19th September, 1944. Our airborne troops had been surrounded and were being pressed into a small area defended by a large number of anti-aircraft guns. Air crews were warned that intense opposition would be met over the dropping zone.

Painting of Lord’s Dakota on fire. Artist Chris Golds framed oil on canvas. RAF Museum FA05563

To ensure accuracy they were ordered to fly at 900 feet when dropping their containers. While flying at 1,500 feet near Arnhem the starboard wing of Flight Lieutenant Lord’s aircraft was twice hit by anti-aircraft fire. The starboard engine was set on fire. He would have been justified in leaving the main stream of supply aircraft and continuing at the same height or even abandoning his aircraft.

But on learning that his crew were uninjured and that the dropping zone would be reached in three minutes he said he would complete his mission, as the troops were in dire need of supplies. By now the starboard engine was burning furiously.

Ginkel Heath Drop Zone where Lord crashed: memorial to left. Author

Flight Lieutenant Lord came down to 900 feet, where he was singled out for the concentrated fire of all the anti-aircraft guns. On reaching the dropping zone he kept the aircraft on a straight and level course while supplies were dropped.

At the end of the run, he was told that two containers remained. Although he must have known that the collapse of the starboard wing could not be long delayed, Flight Lieutenant Lord circled, rejoined the stream of aircraft and made a second run to drop the remaining supplies.

Memorial to Lord and his crew. Author

These manoeuvres took eight minutes in all, the aircraft being continuously under heavy anti-aircraft fire. His task completed, Flight Lieutenant Lord ordered his crew to abandon the Dakota, making no attempt himself to leave the aircraft, which was down to 500 feet. A few seconds later, the starboard wing collapsed and the aircraft fell in flames.

There was only one survivor, who was flung out while assisting other members of the crew to put on their parachutes. By continuing his mission in a damaged and burning aircraft, descending to drop the supplies accurately, returning to the dropping zone a second time and, finally, remaining at the controls to give his crew a chance of escape, Flight Lieutenant Lord displayed supreme valour and self-sacrifice.’

Dakota cockpit. Author at Yorkshire Air Museum

The delay between Lord’s heroic flight and the VC award was because it was based upon the evidence of the only survivor from Lord’s aircraft, when he was finally released from a PoW camp.

The ultimate sadness was that Lord’s sacrifice was in vain: German forces had already overrun the Drop Zone but a breakdown in communications meant that 46 Group was unaware of this and aircrew had been ordered to disregard any contradictory messages or signals from the ground, which could have been German deceptions.

All RAF VC 10 aircraft bore names of VC holders: his name has just been unveiled. RAF Museum

He lies in the Commonwealth War Graves Commission’s Arnhem Oosterbeek Military Cemetery.

Author via The War Graves Photographic Project

David Lord’s Victoria Cross is on display at Imperial War Museum, London.

Credits:

• Citation: London Gazette 13 November 1945
• A Bridge Too Far Cornelius Ryan Hamish Hamilton 1974 (highly recommended by this author)
• Additional biographical details: For Valour: The Air VCs Chaz Bowyer, Grub Street Publishing.

The Assault, Sunday 17 September 1944

‘No plan ever survives first contact with the enemy.’
Field Marshal Helmut von Moltke (1890)

Direct RAF support for Market Garden started on the night of 16/17 September 1944, when 200 Lancasters and 23 Mosquitoes of 1 and 8 Groups, Bomber Command, based in England, bombed 4 Luftwaffe airfields in the battle area, whilst 54 Lancasters and 8 Mosquitoes bombed flak [Flieger Abwehr Kanonen – Anti Aircraft Artillery] batteries. Runways of all the airfields were cratered but no direct damage was caused to the flak guns. Losses were 2 Lancasters which, in the brutal officialese of the day ‘failed to return’.

During the morning, Mosquitoes of 2 Group, Bomber Command, and 500 B 17 Flying Fortresses of US 8th Air Force attacked flak batteries along the trooping routes. Before the aerial armada reached Holland, Typhoons of 83 Group, 2nd Tactical Air Force (2TAF) attacked targets around the area British Army XXX Corps was to assault that afternoon.

RAF Down Ampney – gliders and tugs

The morning of Sunday 17 September 1944 saw the largest air armada of troop-carrying aircraft ever known. From 0945 British Double Summer Time, taking off from airfields all across southern England were almost 5,000 fighters, bombers, transports and 2,500 gliders – troop carriers and gliders alone using 25 airfields – so many aircraft that the last departed some 21/4 hours later.

A Handley Page Halifax towing an Airspeed Horsa

The list of types involved reads like a fantasy Airfix catalogue: troop-carriers – Douglas Dakota and Armstrong-Whitworth Albermarle of 38 Group RAF, supplemented by C 47 of the Ninth Air Force; 46 Group providing glider tugs – Short Stirling and Handley Page Halifax; fighter escorts of the RAF’s Air Defence Great Britain (that part of Fighter Command not assigned to 2TAF and remaining in Britain) – Supermarine Spitfires, Hawker Tempests and Typhoons, de Havilland Mosquitoes.

A Douglas Dakota

Plus the American Eighth and Ninth Air Forces contributing Lockheed P 38 Lightning, Republic P 47 Thunderbolt and the superlative North American P 51 Mustang. Not forgetting Horsa, Waco and Hamilcar gliders, the last being able to lift lorries, artillery and even light tanks. Below them, near ground level, were more Mosquitoes of 2 Group shooting up flak batteries and other German defences.

US IX Troop Carrier Command conveyed British paratroopers to Arnhem

In all, 20,000 men, 511 vehicles (mainly the ubiquitous Jeep), 330 artillery pieces and 590 tons of stores were loaded that day.

	Planned	Achieved
Parachute aircraft	161	161
Glider Tugs	320	320
Gliders	320	284
Total	801	765

Topographical model Arnhem and Drop/Landing Zones to west. 75/M/1292

At 12.40pm the parachute pathfinders, with Eureka homing transmitters, were dropping at Arnhem to mark the Landing Zones for the first gliders, which started arriving at 13.00 and by 14.00, parachutists were descending into their own designated Drop Zones. Some things went awry early. 24 gliders were down even before reaching the English Channel: tow ropes snapping; tug aircraft losing power; collision in cloud. And a further 5 ditched in the North Sea, where Walrus amphibian aircraft and RAF Air Sea Rescue launches were waiting for them.

General Aircraft Hamilcar landing

The Operations Record Book for 46 Group notes that they despatched 130 Dakotas, each towing a Horsa glider: 11 gliders cast off in cloud (being unable to see their respective tugs) and 6 for mechanical problems. Of these, 15 landed safely in England but 2 ditched at sea, all personnel being safely rescued by ASR launches. The load delivered to the Landing Zones was 1,517 troops, 90 motorcycles, 12 wireless sets, 80 hand carts, 82 bicycles and 1 cooker.

Hamilcar disgorging Vickers light tank

At Arnhem, two massive Hamilcars landed on soft ground, their wheels dug in and the gliders flipped over onto their backs, killing all on board and destroying vital anti-tank guns, 3-ton trucks and ammunition. Of the 320 gliders destined for Arnhem, 36 were lost.

Green on. Go!

In all, 5,200 men arrived at Arnhem that afternoon where, after landing, they had two immediate tasks: an advance party to race in Jeeps and on folding motor-cycles and pedal cycles the 8 miles from the landing areas to secure the railway bridge, a pontoon bridge and finally the massive road bridge; larger formations having to force-march on foot – an 8-hour slog and battling on the way. Simultaneously, other troops had to secure the Drop/Landing Zones designated for the arrival of the follow-on forces and resupply deliveries on the following days.

Air landing and Paratroops congregate AIR 14/3650

The race to the bridge was to be on three separate routes (‘Lion’, ‘Tiger’ and ‘Leopard’), each on one of three highways. They were, though, dogged by problems from the very outset: although few gliders had been lost on the long flight, some of those that did fall carried armed jeeps, vital for the high-speed sprint to the bridge.

Crucially, the assumption that the Germans were weak and disorganised was very soon shattered: their reaction was swift and decisive, blocking two routes. Adding to the confusion, radios did not work, preventing communications between the advancing bridge party and headquarters’ staff at the DZ/LZ; and the cab-rank radios – mounted on curiously named ‘jeep tentacles’ operated by US troops – were on the wrong frequency so could not call in any Typhoon strikes.

War comes to a Dutch cottage garden AIR 14/3650

As a consequence, only about 740 troops, a third of the force assigned, reached the bridge and were promptly isolated from the landing areas. And the Germans blew the rail bridge and pontoon before British 1st Airborne Division (1 A/B) reached them. At dusk, British troops occupied the northern end of the road bridge, and the Germans the southern.

Sixty five miles to the south, 2TAF had been grounded as the troop carriers passed over, for fear of identification mistakes by their 8AF fighter escorts. But, as the last of the air armada passed over, at 1415 hrs Double British Summer Time, British Army XXX Corps set off towards Arnhem to relieve the airborne forces, along the single-track road on high embankments, where they were immediately engaged by German anti-tank weapons which destroyed the leading nine tanks. 2 TAF flew a total of 550 sorties, including 233 by Typhoons on a ‘cab-rank’ system directed by radio by RAF Forward Air Controllers in a scout car, radio call-sign ‘Winecup’, alongside the tanks, on hand to clear the route and TacR (tactical reconnaissance) Mustang I aircraft, flying ahead, reporting direct to General Horrocks at his mobile British Army XXX Corps Headquarters.

Horrocks had planned to reach the American 101st Airborne at Eindhoven and its major bridge within 3 hours of the assault (i.e. by around 1600) but by nightfall, they were only half way along the 14 miles and were forced to halt at Valkenswaard. Montgomery’s promise to relieve 1 A/B in two days was already slipping. And the Germans had already blown the Son bridge.

Author’s Note: RAF Museum has very kindly provided access to documents and photographs but the views expressed herein are the author’s alone.

BIBLIOGRAPHY AND FURTHER READING

• 2nd Tactical Air Force: Volume Two Breakout to Bodenplatte, Christopher Shores and Chris Thomas: Classic/Ian Allan 2004
• A Bridge Too Far cinema film directed by Joseph Levene, directed by Richard Attenborough Released by United Artists 1977
• A Bridge Too Far, Cornelius Ryan; Hamish Hamilton 1974
• Airborne Operations Air Historical Branch Air Ministry 1951
• Battle for Arnhem Pitkin Guide
• Bomber Command War Diaries Martin Middlebrook and Chris Everitt, Viking/Penguin 1985
• CAB 106/962 Report on operation “Market Garden”, the airborne operations at Arnhem 1944 Sept. 17-26.
• Holts Battlefield Guides: Market-Garden Corridor; Tonie and Valerie Holt Leo Cooper in association with Secker and Warburg 1984
• Overlord, Max Hastings; Michael Joseph 1984
• RAF Historical Society Journal 40 2007
• Slag om Arnhem/Theirs is the Glory’ filmed 1945 distributed by Airborne Museum Hartenstein, Oosterbeek, Netherlands
• The Longest Day, Cornelius Ryan; Victor Gollancz 1960
• The National Archives
  AIR 25/586 Operations Record Book 38 Group
  AIR 25/589 Operations Record Book 38 Group Appendices
  AIR 25/649 Operations Record Book 46 Group
  AIR 25/655 Operations Record Book 46 Group Intelligence Appendices
  AIR 25/705 Operations Record Book 83 Group: Appendices
  AIR 37/1249 21ST ARMY GROUP: Operation “Market Garden”
  WO 171/118 21 Army Group Report: Appendix S Air targets
  WO 171/118 G. (Ops.) with Apps. K.M.N.S. (“Operation Market Garden”)
  WO 205/1126 Operation Market Garden
  WO 205/623 21 Army Group “Operation Market Garden
  WO 205/623 Operation Market Garden: reports, correspondence, lessons learned
  WO 205/693 Operation Market Garden: reports and instructions