Category: Stories Behind the Stones

At 19:15hrs on Sunday 16^th August 1942 a No 44 (Rhodesia) Squadron Lancaster R5489 KM-G was returning to RAF Waddington after a four hour training flight. This was a familiarisation trip for the newly qualified Flight Engineer Sgt John ‘Jack’ Fletcher. The aircraft flown by Sgt Ron Easom was over Branston on the downwind leg of the circuit, when the inner starboard engine caught fire. He ordered Jack to feather the engine and operate the fire extinguisher. Unfortunately the Flight Engineer feathered the outer engine by mistake, causing the aircraft to yaw and stall, and it crashed into a pig sty, a shed and trees before finally coming to rest on the south side of the village behind a row of cottages called Mill Row on the Sleaford Road.

The aircraft broke in two, just behind the main spar and was instantly engulfed in flames. Frank Walshaw, the Wireless Operator had braced himself for the impact, but the radio transmitter broke from it’s mounting and hit him in the chest. He remembers being dragged from the wreckage and laid on the ground near the cottages, meanwhile the fuel tanks had ruptured and blazing fuel was all around the aircraft.

Some pigs were trapped under the wreckage and their squeals were horrifying to hear, as they were roasted alive. Ammunition was also exploding all around, when suddenly an elderly lady emerged from one of the cottages with a tray of teas, and said to Frank “You’ll be ready for a cup of tea Luv”.  Even with the inferno all around she wasn’t fazed and continued to dispense refreshments.

The rescuers were able to save all the crew apart from Sgt David Pullinger the New Zealand Bomb Aimer, who was dead in the nose of the aircraft. Sgt Jack Fletcher was also pulled from the aircraft, having first been catapulted against the instrument panel in the cockpit, then down into the nose, such was the force of the impact. Jack Fletcher died of his injuries during the night in Bracebridge Heath hospital. Two of the rescuers who pulled the crew from the wreckage were Fred Kirk, the local butcher, and Dick Taylor who farmed in Branston. With complete disregard for their own safety they pulled the crew out of the plane, that was likely to have exploded at any second.

In 2015 the land behind Mill Row had been earmarked for a housing development by Taylor Wimpey. Firstly, an archaeological survey using a metal detector was performed, this found various aluminium airframe fragments, internal copper alloy components, and various pieces of .303 ammunition. They also discovered pieces of clothing and buttons, but these were later identified as civilian clothes not associated with the crash, these were probably ‘shoddy’, which were old clothes ploughed into heavy soils to improve the texture.

Frank Walshaw presented a memorial plaque to the Branston Home Guard Social Club in 2002.  The plaque states that Frank was a survivor of the crash and a former resident of Branston. In the main bar there is a display case belonging to the Lincolnshire Aircraft Recovery Group, which displays a model of the Lancaster along with remnants recovered from the crash site.

The new housing estate is now nearing completion and at the Memorial Gardens in the centre of the estate, there is a Commemorative Stone which lists the crew and their rescuers. There is also a Memorial Bench dedicated to Sgt D Pullinger and Sgt J Fletcher, the two fatalities from the crash. The roads around the development have also be named in honour of the crew and rescuers, so Easom Way, Jack Fletcher Close, Fox Close, Pullinger Way, Walshaw Close, Berrigan Way, Black Court, Taylor Close and Kirk Road can all be found within the estate.

Sgt David Pullinger, aged 30 from Gisborne New Zealand is buried at Lincoln Newport Cemetery.

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Sgt John Fletcher, aged 21 is buried at Stourbridge Roman Catholic Cemetery.

I am a Harley Davidson motorcycle owner and member of Lindum Colonia UK Chapter. This a Harley Owners Group club. As with all UK chapters and many other motorcycle clubs we raise money for charity. The club is always looking for worthy causes.

I volunteer as a tour guide at the IBCC and having a memorial stone on the Ribbon of Remembrance for our eldest daughter it suddenly came to me, why not have a stone from the chapter. I suggested at a club night, as we are a Lincoln club with many ex-military (predominantly RAF) members and that the IBCC is a charitable organisation why don’t we raise money for them by buying a memorial stone. In this way not only would the IBCC benefit but our club name could be incorporated and last forever. The club members loved the idea and agreed to raise the necessary funds.

One member works in graphic design for a living so Kirk was tasked to design the stone. He ran his first idea past me using the club logo as a picture for engraving but I suggested that although it would be appropriate I thought we needed an out and out picture of a motorbike to emphasise we are a motorcycle club. Kirk asked me to confirm our bike was a Softail Custom which I did and thought nothing more of it. Kirk duly unveiled his design at a club night and to my amazement the picture was changed to our bike. The membership approved the picture and wording immediately. £1500 was raised by the club for the stone and presented to the IBCC.

ABBOTT, Ernest Ronald. 563034 Sergeant, No. 50 Sqn. L.G.22/10/1940. Sorties 33, Flying Hours 207.35 Pilot Air2/9467

Born May 1st 1913 in Devonport where his father was a Lieutenant in the Royal Navy, he was brought up over the Tamar in Saltash and always regarded himself as a Cornishman.

At the age of 16 he joined the Royal Air Force as an apprentice and served in Aden in the mid 1930s. By the outbreak of war he was flying Hampdens with 50 Squadron based at RAF Waddington in Lincolnshire.

From February 1st 1940 to October 13th 1941 he flew a total of 58 missions, these included bombing raids over Germany and “Gardening”. He had several lucky escapes. August 16th 1940 he records his first forced landing on a return from Leuna (sic); this was his 30th trip and was followed shortly on the 33rd trip on August 23rd by his first crash. In his Flying Log he notes that whilst returning from a raid over Leipzig, the starboard engine was shot up over Emden and the port engine stopped 2 miles east of Hemswell. It must be noted that there were only two engines on a Hampden.

On August 31st he was mentioned in despatches and on November 1st 1940, he was awarded the DFM and gazetted Pilot Officer.

(Extract from “The Distinguished Flying Medal Register for the Second World War with Official Recommendation Details,” by Ian Tavender.)

“ABBOTT, Ernest Ronald. 563034 Sergeant, No. 50 Sqn.

L.G.22/10/1940. Sorties 33, Flying Hours 207.35 Pilot Air2/9467

Sergeant Abbott has completed 33 successful operational flights over enemy territory since the beginning of the war, a total flying time of 207.35 hours. In spite of the severest weather and against the fiercest opposition, this pilot is consistently showing exceptional courage and determination in seeking and successfully bombing his objective. On the night of 26/27th August, 1940, Sergeant Abbott carried out a most successful attack from an altitude of 2,000 feet, his aircraft sustaining considerable damage from anti-aircraft fire. He brought his crew safely home, the latter part of the trip on one engine.

Remarks by Station Commander 27th August 1941

Strongly recommended. This pilot has a habit of going in low, thereby making sure of himself and lighting up the target for others.”

Flying Log Entry

August 26th, Aircraft, Hampden: No. P1317. Pilot; Self+ 3 Crew.

Ops LEIPZIG 6x250lbs: 60x4lb: (33) (Crash No.1)

Stbd engine shot up over Emden-2hrs on one engine-port engine stopped 2 miles E of Hemswell.

Sometimes all went very well: the 40th mission to Kiel, April 7th 1941 is down as a “wizard trip”. One ME 109 is noted on trip 42, to Emden, April 17th but whether this was shot down or they merely had a lucky escape is not recorded. This is followed by another part of their duties, a search for missing aircrew, “Dinghy located and apparatus dropped OK,” on April 20th. Several other searches are mentioned between operations, along with test flights, bombing formations and local flights.

September 12th 1941, during the return from Frankfurt on his 57th trip he mentions coming safely through barrage balloons but had to land near Harwich.

October 13th was the 58th mission, a bombing raid over Cologne. After his return from Germany at the end of the war he records in the Log that they were attacked by an ME 110 at 0400 hours, hit in the port wing and tanks and rear gunner wounded. At 0420 hours with the port wing on fire they abandoned the aircraft somewhere near Brussels. As far as is known all the crew baled out safely although Flt/Lt Abbott, as he was by then, landed in a tree, breaking both his legs. After a stay in hospital he was transferred to Prison Camp, eventually reaching Stalag Luft 111, where he remained until the entire camp was forcibly relocated during the bitter winter weather of January1945 in what became known as the Long March.

October 24th 1941, awarded the DSO.

“Acting Flight Lieutenant Ernest Ronald ABBOTT, D.F.M. (44877) No. 50 Squadron. (Operational Flying Hours – 326. No. of sorties – 54) This officer joined the unit for his second tour of operational flying in February, 1941, and since then has completed 21 sorties, involving 126 hours flying. On ten of these missions Flight Lieutenant Abbott acted as navigator and, on the remainder, as captain of aircraft. His value to the unit has been inestimable. His qualities of leadership and his morale are of the highest order and he sets a magnificent example to all.”

Whilst in Stalag Luft 111 he became involved in the highly successful Theatre, making scenery and equipment for the productions in which some of the actors were such later well known figures as Peter Butterworth and Rupert Davies. We also seem to remember him saying that he was involved in making wire cutters and forging German papers. The Camp was to become famous for its escape stories, “The Wooden Horse” and “The Great Escape” which resulted in 50 officers being executed.

In his Flying Log he records that on April 28th they were liberated by the 11th Armoured Division and on May 3rd 1945 he was repatriated by Lancaster Bomber to be reunited with his wife and family, which included his son born in 1942, whom he had never seen. After the war he was promoted to Squadron Leader and continued his career in the RAF until he retired through ill-health in 1956.

He died peacefully in his sleep on May 3rd 1992, on the 47th anniversary of his return from prison camp. At his request, his ashes were scattered form an RAF helicopter over the North Sea which had so nearly claimed him as he returned home from those many flights.

My father rarely spoke of his wartime experiences, it was only after his death that his log books and citations were found, so this account is based on the few memories he shared and entries in his Flying Log.

What I do remember vividly is his long struggle with crippling headaches and repeated bouts of illness which placed him in hospital and at times made our home a battleground. He had to have surgery for TB on his return, my sister remembers him shouting as he was “baling out” night after night and for the remainder of his life he was left scarred by his wartime experiences.

Think what you were doing at the age of 27, the age at which he was shot down having survived those 57 missions and lost so many of his friends.

The Bomber Command Memorial is something long overdue to all who flew during these years.

We owe it to all of those incredibly brave young men who flew out night after night, dying in huge numbers. We owe it to their families who grew up without the fathers, sons and brothers. But how much do we also owe it to those who came through it all, having survived but never really leaving the terror behind them and being left to rebuild their lives as best they could.

Until recently they were abandoned, with no official memorial or campaign medal in recognition of their immense sacrifice. These wonderful brave young men who having survived, found that they had given more than any one could ever know.

Flying Officer Aubrey William Read 50611

Stone 0012

 Aubrey was born in Lincoln on 9^th September 1920. His first job was as a sales clerk at the Clayton Dewandre Titanic Works in Lincoln. On June 7^th, 1937, aged 16, he enlisted in the Territorial Army as a Bandsman with the Lincolnshire Regiment, playing the clarinet and saxophone.

Cranwell College Band 1938

In November 1938 (having just turned 18) he enlisted in the RAF, joining the Cranwell College Band.  One of his references was from the Bandmaster of the Lincolnshire Regiment, who wrote: “I am pleased to say that he is the most promising pupil I have ever had”.

When war was declared Aubrey volunteered for aircrew and in February 1941 he was passed as medically fit for service by Air Support Command in Blackpool. From September to November 1942 he trained as a wireless operator at No. 2 Signals School at RAF Yatesbury, and from November 1942 to January 1943 he trained as an Air Gunner at No. 10 Air Gunnery School, RAF Walney, Barrow in Furness.

Now a qualified Wireless Operator/Air Gunner (WOp/AG) Aubrey joined 106 Squadron in June 1943 at RAF Syerston, and completed a total of 24 night operations, including raids on Cologne (June 16: a logbook note says “M/U Gunner U/S (frostbite)”), Hamburg (four times, on August 2^nd  he noted:  “heavy electrical storm over target area – returned on 3 engines”), Milan (twice, each trip taking over eight hours) and the Peenemunde V-weapons base (August 17^th).

Aubrey’s sister Bunty (my mother) remembered how he reassured his anxious parents by describing his pilot Flying Officer Jacques Hoboken: “Don’t worry, Hobo can get us out of anything”.

During a raid on Kassel on October 22^nd Aubrey’s Lancaster was attacked twice by night fighters, several members of the crew were wounded and the aircraft “badly crippled”. With one fin and rudder shot away, no hydraulics or intercom, two punctured tyres, two turrets inoperable and only three engines working, they made their way back home, only to find they were unable to land at Syerston because of bad weather. The squadron record book records that eventually F/O Hoboken “executed a masterly landing” at an alternative airfield. It took more than an hour for the rear gunner to be cut free from his turret. For the “courage, resolution and devotion to duty of the highest order” displayed in “circumstances fraught with great danger” Hobo was awarded the DFC, and Flight Engineer Sergeant George Lucas the DFM.

In spite of that experience, the crew joined Bomber Command’s efforts targeting Berlin the following month, flying from the squadron’s new base at RAF Metheringham. They undertook three operations in quick succession on the 22^nd, 23^rd and 26^th and it seems that Aubrey did not have time to record them in his logbook. The final entry on 26^th November simply states “Bombing – Berlin. Failed to return”. It was eventually confirmed that their Lancaster had crashed at Gross-Karben, 11 miles north of Frankfurt.

Wing Commander Baxter, 106 Squadron Commanding Officer, wrote to Aubrey’s parents expressing his deep sympathy, and commented: “He was a Wireless Operator of considerable ability and I know his Captain placed the greatest reliance in his work”.

Aubrey is buried with his crew in the Commonwealth War Graves Commission cemetery at Durnbach. He was 23 years old.

We will remember them.

 David Leitch 23/9/20

Sources

Family collection – will also be available in the IBCC Digital Archive

Service records: Forms 1406 and 543

London Gazette 16/11/43

IBCC Losses Database: https://losses.internationalbcc.co.uk/loss/119409/

The National Archive:

AIR 50-208-374 106 squadron Combat report 22/10/43

AIR 27-833-20 106 squadron ORB Oct 1943

 

 

Cecil Lionel Rhodes RAFVR 1100648 was born on 23^rd April, St. George’s Day, 1922 and was brought up alongside his brother and sister, Wilfred, and Lilian, by his parents Sarah and Harry Rhodes at their home in Lincoln Street, Newark, Nottinghamshire.

He joined the Royal Air Force Volunteer Reserve as soon as he was old enough and was called up to full military service on 14^th June 1940, with the service number 1100648. He began his military service at No.3 Recruitment Centre, Padgate.

After periods of training he qualified as a Wireless Operator/Air Gunner and was promoted to the rank of Sergeant.

He served with 25 Operational Training Unit on the Hampden Mk 1 Bomber from April 1941, joining 106 Squadron at RAF Coningsby, Lincolnshire, in July 1941.

After completing a successful wireless transmission test flight in Hampden Mk 1 AD919 on 30^th July, he served on one successful operational mission against the Deutchse Werke in Kiel on 2^nd August 1941 flying in Hampden Mk 1 AD760. It was the first operational flight undertaken by the pilot. The bomber report showed a burst was observed in the Southern part of the town after their attack.

At 22.25 on Tuesday 5^th August his crew took off from RAF Coningsby in Hampden Mk 1, AE120, on a fatal mission to Ludwigshafen. Their aircraft was shot down by a German night fighter on the return flight at around 01.00 on Wednesday 6^th August 1941 over the Dutch village of Gendringen. The burning aircraft crashed into a house and attached furniture factory at Groot Breedenbroek in the municipality of Gendringen about 20 miles from Arnhem, near the German/Dutch border, killing all members of the crew and two children in the house.

Sergeant Cecil Rhodes, 1100648, 106 Sqn RAFVR, is remembered with honour by his family and his military grave is maintained by the Commonwealth War Graves Commission and by local Dutch families in the Roman Catholic cemetery in Gendringen, Netherlands. The following photograph is of the parachute silk commemoration from the Dutch villagers.

His name is commemorated on IBCC Panel 89 and Ribbon Stone 0258.

Words and photographs courtesy of Nicola Berry, niece of Cecil Rhodes.

Lancaster LL639 of 514 Squadron was lost on an operation to Aachen on the 11th April 1944.  All the crew, with the exception of the Navigator, Eddie Humes, were lost.

The crew who lost their lives:

 P/O Noel William Faulkner Thackray RAAF, Pilot (Thack)

Sgt Clive Walter Banfield, RAFVR, Flight Engineer

Flt Sgt Reginald Ernest Bromley, RAAF, Rear Gunner

Flt Sgt Clement Herbert Henn, RAAF, Mid Upper Gunner

Sgt Patrick Hughes, RAFVR, Wireless Operator (Jock)

Flt Sgt John Russell Moulsdale, RAAF, Air Bomber (Jack)

 

 

 

 

 

 

 

 

 

 

 

 

Sgt Edward Leo Humes, RAFVR, Navigator commissioned this stone.

 

On the 11^th April 1944, the crews target was Aachen, the westernmost city in Germany, located close to the Belgian and Dutch borders.  After carrying out their mission, the Lancaster was heading home to R.A.F. Waterbeach, Cambridgeshire when it was attacked, probably at around 23.15 hours, by a Messerschmitt BF 110 flown by Unteroffizier Hans Fischer of 12/NJG1.  The attack took place near Roermond, around 60km north of Aachen.

Eddie recalls what happened:

“The port outer engine caught fire and this soon spread along the port wing. Noel gave the order to prepare to abandon. This meant that all secret equipment had to be destroyed so as not to get into enemy hands and the gunners had to leave their turrets. Everyone except the pilot had to head to the escape hatches. We flew for a few more minutes as Clive tried to extinguish the blaze in the belief we would be able to continue on route home. The next thing that happened was that the port wing tip fell away followed by the port outer engine and the pilot could no longer keep control of the aircraft. The instruction ‘ABANDON AIRCRAFT’ was given. Reg, the rear gunner, reported his turret would not operate and Jock set off to try to help him accompanied by Clem. Jack had responded to the instruction and I headed towards the front escape hatch passing Clive, the flight engineer and Thack, the pilot who was still at the controls.  As I got to the escape hatch I was surprised to find it already open.  Jack’s parachute pack was still in its container but there was no sign of Jack.  It looked like Jack had exited the aircraft via the bomb bay escape hatch but had not had time to retrieve his parachute from his stowage in the aircraft.  His body was later found in a tree near to the crash site.  As I was about to abandon the aircraft I found my legs were trapped.  Not sure what to do I pulled the rip cord of the parachute, I felt an intense pain in my legs but to my relief the chute opened and pulled me clear of the aircraft.  I drifted towards the ground landing heavily with my uniform in tatters and bleeding profusely. My femur had been broken as I was pulled free from the plane. The remainder of the crew were unable to escape from the stricken aircraft. The crew who lost their lives are buried together in Heverlee War Cemetery, Brussels, Belgium.”

Eddie was taken to hospital in occupied Belgium, and then to a German military hospital where he underwent surgery and a long period of recuperation.  During his recuperation, the Germans informed Eddie and his fellow patients that if they signed a paper saying that they had been well treated, the guards and German military personnel would leave them in the hospital to await rescue by the now-advancing Allied Forces. The prisoners agreed to sign, but shortly afterwards the SS arrived at the hospital, tore up the papers and Eddie found himself being moved Eastwards through Germany and Poland until he arrived as a POW at Stalag Luft VII at Bankau near Kreuzberg in Silesia, now central Poland.  Eddie was evacuated from the prison camp on 2^nd January 1945 and following ‘the long march’ he arrived in the American zone 6^th May 1945.  He was repatriated 6^th May 1945.

The earlier years

Operational training unit Chipping Warden

Conversion Unit 1678 Little Snoring

514 Squadron Waterbeach, Cambridgeshire

The 1^st operational tour for the crew in late 1943 was to drop mines in the harbour of Biarritz.  They were due to complete this operation along with 10 other aircraft from 3 Group.  The crew found it unusual that they did not see any other planes either on their way or at the drop zone but completed their operation and started on the journey home.  As they crossed the English coast they were immediately picked up by searchlights and directed to the West finally landing at Exeter, many miles from their airfield at Waterbeach!  They finished their 1^st op accompanied by an armed guard and a tongue lashing not knowing what they had done.  The resultant enquiry found 2 things.  1^st they did not receive the ‘operation cancelled’ signal before crossing the coast on their outward leg and secondly the plane had been mistaken by the Observer Corps as a Wellington Bomber who had got lost on a training mission and broadcast a ‘May Day’ signal.  Apologies coming when the true story became clear.

23^rd November 1943 was the second operation for the crew and their 1^st to Germany – Berlin.  The outward journey went well, the bombs were dropped and the crew turned on course for home.  At this moment Thack, the Pilot, let out an horrendous cry.  An aircraft was turning immediately ahead of them and he had to manoeuvre to avoid crashing into friendly aircraft.  The aircraft shook and rolled due to being in the stream of the other planes whilst Eddie, the Navigator had to quickly make some adjustments to their course. Soon they saw the enemy coast and a short time afterwards the marvellous sight of the English coastline.  Their 1^st operation to Germany completed.

Operations continued throughout December 1943 and January, February, and March 1944.

On 30^th March, the crew operation was to Nuremberg. A terrifying night where large numbers of planes were shot out of the sky. Over 100 being victims of anti-aircraft fire and the relentless attacks by enemy fighters.

Words and photographs courtesy of Eddie Humes, in memory of his crew, Lancaster LL639 514 Squadron RAF Waterbeach.

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Michael John Cook, was my great uncle, who sadly lost his life on a raid to Munich on the 17th December 1944.

Together with my father, Richard, my mother, Vanda, my uncle, Ernest, auntie, Kay and my wife, Rebecca, we put money together to have a Ribbon of Remembrance stone laid.

I have done some research into Michael and here is what I have found and what family have told me.

Michael was born in Purton, Wiltshire on the 24 January 1925 to Richard Owen Cook and Emily Cook, née Woolford. He was one of 6 Children: his brothers were Arthur, Anthony, Richard. His sisters were Mary and Dorothy . He was brought up in a little village called Meysey Hampton, just outside of Fairford.

He worked as a centre lathe turner operator in his civilian role. I believe like all young men of the time he wanted to be a Pilot, however he ended up being an Air Gunner, in the mid-upper turret on a Lancaster.

He joined up in Oxford on the 13th May 1943.

He got posted to 50 Squadron on the 8th August 1944.

It wasn’t long before his 1st sortie, which was on the 14th August 1944. It was a daylight raid on Brest, up at 17:37, down at 22:18, carried out on a Mk 1 Lancaster. The crew was noted as the following. F/O Ronald Ernest Amey, Sergeant F Livesey, Sergeant J B Wilson, F/O F W Jack, F/S George William Lane, Sergeant C G Hutchinson. The details of the sortie follows, primary target attacked at 20:20hrs from 15,750. No cloud, good visibility. Target identified visually. Bombed with tanker in sights. Tanker squarely hit. Two sheets of flames. Bombing extremely accurate. Crew behaved very well for 1st trip. Monica Mk 3 and API carried. Un/g unmanned. Sortie complete.

The next sorties went in this order :

-Gilze-Rijen

-Stettin

-Foret de l’isle Adam

-La Pallice

-Brest

-Le-Havre

-Le-Havre

-Darmstadt

-Stuttgart

-Boulogne

-Bremerhaven

-Rheydt

-Munster Dortmund Ems Canal

-Calais

-Karlsruhe

-Kaiserlautern

-Wilhelmshaven

-Bremen

-Homberg

-Gravenhorst

-Harburg

-Duren

-Heilbronn

-Giessen

-Urft dam-Heimbach

– Munich (last sortie)

A notable sortie is the sortie on Bremen on the 6/7th October 1944. The crew was the same as mentioned above, with an extra crew member of P/O R R Wonders. Up at 17:21 and down 21:50 – primary target attacked at 20:30hrs from 15,750ft. No cloud, visibility good. Target identified by T.I.G bombed on and overshot T.I.G by 26 seconds. Fires concentrated. Aircraft badly damaged by friendly incendiary bombs, four of which fell in the cockpit. API carried sortie complete.

I have been told by Michael’s only surviving sibling that he can remember Michael being home, with burnt hands and bad nerves. He also mentioned that the pilot called for bailout however the comms were not working for all members. Some of the crew did bailout. The pilot managed to get the aircraft back to England. The aircraft in mention is VN-W lm676. This aircraft was a Mk 3 and was the main aircraft that Michael and his crew flew in.

After this incident a few crew members changed. The crew appeared like this until the last faithful sortie:

F/O Ronald Ernest Amey

Sergeant F. Livesey

F/S David William McCray.

F/S David Robert Kennedy

F/S George William Lane

Sergeant Roy Shackleton.

The fateful sorties happened on the 17th of December, a sortie to Munich. Up 16:12 – aircraft missing. Loran.

All crew bar two were killed in the blast, believed to be cause by anti-aircraft fire.

Sergeant F Livesey and F/O Ronald Ernest Amey were ejected by the blast, Ronald sadly died of pneumonia on the 31st December 1944. I believe that Sgt. Livesey was made a prisoner of war.

Michael married Iris Edith Bryant on the 28th August 1944. In wick, near Bristol. Where his wife was from.

After the war Iris remarried. She had two children, a boy and a girl. Iris kept the death of Michael, a secret from the family. Notably her two children. They only found out their mother had been previously married, when they were clearing her home after she passed away. They found a wedding photo of their mother, torn in half, and wearing a different dress to the one she wore in her wedding to their father. They were told by a neighbour that their mother was a widow from the war. Not only this, but Iris named her son after Michael. Her son Michael didn’t know what his name meant to his mother until her passing.

My family and I love coming to Lincolnshire, we live to visit East Kirkby, Skellingthorpe and the IBCC. Most of the Cook family are still in the local area to which Michael and his siblings all grew up.

My father, Roy Pape Findlay served in the RAF from 6^th April 1942 to 8^th August 1946. His service number was 1493856 and he was born 28^th September 1923 in Newburn, near Newcastle upon Tyne.

He joined 630 squadron at East Kirkby, Lincolnshire on 22^nd October 1944 as a navigator and completed 31 missions, one of which we believe he volunteered for due to another navigator being unable to fly.

His first mission was on 28^th October 1944 to Bergen and his final mission was on 25^th April 1945 to Berchtesgaden.

His log book shows he flew in 13 different planes during this time but most missions were completed in NN774  LE-L. All missions were completed with F/O Hoare, who we believe to be Australian, with the exception of one mission to Nordhausen on 4^th April 1945 with F/O Barnes, so this is the mission we think he volunteered for.

He never mentioned the war or the missions he took part in but he never liked to fly as he said he had done enough of that!

He sadly passed away on 17^th August 1994 at the age of 70 and we only found out about his RAF life by finding his log book and pictures of him and his crew at the Lincolnshire Aviation Museum, which is at his old base at East Kirkby.

We placed the stone at the IBCC Ribbon of Remembrance in 2019 to commemorate his service and the inscription is one of his favourite sayings and has special meaning to our family.

Words and photographs courtesy of Roy’s son, Andrew Findlay.

 

 

Charles Eade Lutwyche was the son of Harry and Florence Maud Lutwyche; husband of Winifred Mary Lutwyche, of Sutton-on-sea, Lincolnshire.

He was a Navigator in 25 O.T.U. based at R.A.F. Finningley, Yorkshire.

In the words of his son, David – “I never knew him really since I was just 1 year old when he was ‘killed on active service’ in 1942, one of the 8000+ who were killed in flying or training accidents during WW2. My mother died of cancer in 1949 and I was sent away to boarding school/orphanage funded by the RAF Benevolent Fund. It has taken me some time to track down and draw up Dad’s service record.

                                                                                                                                                         1939 RAF Wyton

The Ginger Baron 114 Sqd

He left school at the age of 16 and was accepted for an apprenticeship at RAF Halton. I have several photos of him during his time there, copies of which I have sent to the archivists at the Trenchard Museum. Given the chance to switch to flying duties he joined Bomber Command when it was formed in 1936 and was eventually assigned to 114 Squadron after training as an Air Observer.

114 Squadron 1941

By 1939 he had been promoted to Sergeant and trained as a Bombing Leader

 

After the war started he went out to France as a member of the Advance Air Strike Force (AASF, BEF) but ended up stationed in Perpignan, France before returning to the UK.

Just where he was stationed on his return is uncertain but after promotion to Warrant Officer in 1941 he attended two O.T.U. assignments the last of which (25 O.T.U. 30/05/1942) led to his death at the age of 31, along with 10 others, in a tragic training accident.”

Charles is buried at Finningley (Holy Trinity & St Oswald) Churchyard Extension. Row B. Grave 5. The inscription reads “My beloved is mine and I am his”.

His name is commemorated on IBCC Panel 65 and Ribbon 0261.

Words and photographs courtesy of Charles’ son, David Lutwyche.

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Russ Ewens DFC was born in 1920 in Plymouth, where he also grew up.  Much to the surprise of his naval family, he chose the RAF when he joined up in the early part of the Second World War.  Russ completed his pilot training in North America and in the summer of 1943 he formed his air crew, joining 49 Squadron based at Fiskerton, in Lincolnshire.  He and his crew completed a full operational tour with 49 Squadron, including eight trips to Berlin.  In the summer of 1944, he was awarded the D.F.C., London Gazette, 15^th August 1944.

Whilst based in Nottinghamshire, he met his first wife – gaining some notoriety for buzzing the teacher training college in Sheffield where she was sitting her final teaching exams!

After the war, Russ continued flying with what became BOAC, eventually becoming the Training Captain of their VC10 fleet.  He was honoured to captain the aircraft which returned HM Queen from Australia to the UK for one of the 1974 general elections.

Russ was married twice and had six children.  He died in 2004.

As with so many of that generation, Russ rarely spoke about his wartime service.  However, an insight can be gained from the contribution of his Flight Engineer, Doug Tritton, in “Beware the Dog of War” by John Ward – a history of 49 Squadron (see page 285 – “Not Even Damp”).

March 1944

The photograph, from left to right, shows…

Flight Engineer Sgt Doug Tritton

Air Gunner Sgt Maurice Laws

Pilot Officer Russ Ewens

Navigator Sgt Joe Pitcher

Wireless Operator Sgt Phil Griffiths

Bomb Aimer F/O Bob Grainger

Extracts and photographs courtesy of his daughter, Susan Kitchen and granddaughter, Alison, also  of 49 Squadron Association.

Flt Sgt Wrigley served in No. 97 (Straits Settlements) and No. 635 Squadron. He completed two tours and had signed up for a third, however on the night of Wednesday 5^th July 1944 he was withdrawn as he had covered for a Wireless Operator for another crew. Lancaster ND895 FZ-W was shot down over northern France that night and all killed apart from PO Ted Pack who was rescued by the French.

He was awarded the D.F.M., London Gazette 2/6/44, having flown 33 sorties, totalling over 209 flying hours.

First recommendation: Flight Sergeant Wrigley has taken part in 33 operations against German and French targets. His pronounced ability may be measured by the fact that all his operations in the Pathfinder Force have been as a marker and total 32. He is a member of a highly successful crew which frequently has battled with night fighters. His aircraft has on many occasions sustained severe damage.

Station Commander comments of 20/2/44: This N.C.O. has taken part in a great number of sorties against targets in France and occupied territory, all of which have been marker sorties. He is a successful operator and has frequently been the means of warning his crew, thus enabling them to be on alert from attacks by enemy night fighters. He is strongly recommended for the award of Distinguished Flying Medal.

Second recommendation – Approved: Flight Sergeant Wrigley has been the Wireless Operator of his crew throughout two operational tours. His aircraft on many occasions sustained heavy damage by enemy action, but his coolness and skill have materially assisted in the completion of their task.

Station Commander comments of 20/5/44: This N.C.O’s operational career has been consistent and he has at all times shown reliability. Almost all his sorties have been against heavily defended German targets.

Jim, who spoke little of the war, told his family the D.F.M. stood for ‘don’t fly Mondays’. He died in 2010 but never forgot that night or his crew.

Poignantly, in his logbook, he kept a list of his crew, noting the large number of operations each had completed and how the war had ended for each of them.

Extracts and photographs courtesy of Jim’s daughter, Sue Higgins and Bomber Command Crews and Aircraft Pictures.

Harold Lawson DFC was born 24^th August 1921, in Salford, Manchester. His parents were Arthur, a piano teacher, and Amelia Lawson. He had two brothers Arthur and Stanley. He attended Gresham Street School, Salford and was an Altar Boy at the Church of Ascension. After school he worked for ACME welder, an engineering company before he signed up in 1941, aged 20. He signed up at the recruitment centre, Padgate.

In March 1942 he was called up and travelled to St. John’s Wood, London (Lord’s Cricket Ground). Here he had all the required inoculations, was issued with his aircrew clothing, and practiced marching and keeping fit. The recruits stayed in hotels around London and their food was taken at a canteen in London Zoo.

In April he travelled to Scarborough to complete his navigational training as part of No. 10 ITU (Initial Training Unit). Many recruits were based in hotels around Scarborough including the Grand Hotel which still exists.

In July he attended the elementary flying school before moving to the Empire Air Navigation School at Sywell, in November.

In January 1943 he moved to No. 9 AFU (Advanced Flying Unit) based in Llandrog, North Wales (now Caernarfon airport). Here he started his training on Ansons. He did well to survive his training at Llandrog as there were exceptionally high losses due to the close proximity to the Snowdonia mountains. From here he moved to 19 OTU (Operational Training Unit) in Forres and Kinloss, Scotland. It was here he met up with his Canadian pilot and lifelong friend, Johnny Hewitt. Here the crew practiced cross country flying, fighter affiliation, high and low level bombing and formation flying on both Anson and Whitley aircraft.

In September 1943, the crew moved to Conversion Unit 1663 at R.A.F. Rufforth in Yorkshire. Here they transferred from Whitleys to the magnificent Halifax bomber, the plane they would complete their 38 operations on. The crew would now be joined by a flight engineer.

Finally, in October 1943 ‘Homer’ and the crew were posted to 10 Squadron at R.A.F. Melbourne in Yorkshire. 10 Squadron was also known as ‘Shiny 10’ and is still an operational squadron today.

The crew were:

Pilot – Johnny Hewitt (Johnny). Canadian

Navigator – Harold Lawson (Homer)

Bomb Aimer – R E Pain (Paddy)

Flight Engineer – S Leonard (Blondie)

Wireless Operator – H McNeice

Mid Upper Gunner – Sam Smith (Titch)

Rear Gunner – M Gray (Mac). Canadian                                                                                     

Ol’ Ram crew and ground crew 1944

It was a baptism of fire on the crews’ 1^st op. How did they feel when it was revealed that it would be ‘Berlin’? At 5.10pm on 29^th December 1943 they set off to complete their 1^st operation as part pf the ‘Battle for Berlin’. During this operation they encountered and shot down a JU88, returning to the airbase at Melbourne some 7 hours and 20 minutes after setting off with the plane now full of flak holes. This set the scene for their tour of operations which would be a very eventful one with several more encounters with enemy aircraft, resulting in them shooting down a further 2 German aircraft.

It was a quiet January and February before activity built up again in March with several night operations over France. The crew also started completing ‘mine laying operations’. A very difficult task as they needed to complete low level flying over the sea as they dropped the mines. And for ‘Homer’ there was the added challenge of no landmarks for the Navigator to ensure the mines were laid in the correct position. It was a task reserved for only the best crews.

April 1944 remained busy with operations over both Germany and France including Essen and Dusseldorf where the crew were caught in searchlights on both of these trips. April also saw the crew needing to make an emergency landing at one of the three emergency airfields, Manston in Kent. They had been caught in an electrical storm on their operation to Karlesruhre which caused the engine to cut out over the East coast.

May 1944 continued as an eventful month with the crew being attacked by a German fighter over Mantes-Gassicourt.

June 1944 was the busiest month for the crew with the build up to D Day, D Day itself and then the support of the ground troops as they progressed inland. On D Day they took off at 2.55am to bomb the German gun battery at Mont Fleury which overlooked Gold Beach where many troops would be landing later that day. Homer’s logbook says, “2^nd Front started”. Speaking to veteran Ken Beard of 10 Squadron who had set off from Melbourne airbase only 3 minutes before the ‘Ol’ Ram’ crew said the crews were not given any details other than to ensure they didn’t drop their bombs early. When they got over the channel he could see why, as hundreds of ships were sailing across. Later that very same day the crew would be flying again. They took off at 22.30 to St. Lo to support the troops inland route, bombing at the exceptionally low level of 2000ft.

The high activity continued in June and on the 15^th, on a return trip from Rennes the crew were once again in combat with the enemy. A JU88 had attacked and in the return fire the crew saw his port engine set on fire. However, the ‘Ol’ Ram’ had been damaged and the cylinder head broke making the starboard outer engine ‘US’. The events continue for the crew and on a daylight operation to Noyelle en Chausee. Homer’s logbook stating, “the starboard inner engine U/S on the way down England – carried on with the engine running to complete the op, feathered on return over Channel”. June ended with even more eventful operations and on 28^th June on the trip to Blaineville the crew were in 3 combats resulting in the shooting down of a Messerschmitt 210. The logbook states the Messerschmitt ‘hit the deck 3 minutes after the starboard wing set on fire’.

July 1944 moved to the next phase with the bombing of the new threat of the V bomb bases. The crew carried out 2 night and 1 day operation to the V bomb site at Martin L’Hortier. The flak encountered was very heavy and the Ol’ Ram returned with flak holes in the tail. It is known that during these operations 1 crew was lost having been shot down and another was accidentally hit by bombs that had been dropped by a bomber flying at a higher level. Another emergency landing away from the base happened on 12^th July as the weather changed on the way back from a mining trip to Heligoland meaning the crew could not make it back to Melbourne. More heavy flak was encountered on the operation to Vaires railyards. The 20^th July was the last of the crews’ operations and one not to forget. The operation was to Blottrop. The plane had a petrol leak on the port inner, then the port outer went ‘US’ followed by the ammo tracks catching fire – a very eventful last trip.

Harold ‘Homer’ Lawson was awarded the D.F.C. in November 1944. The press article reads “Gallantry and devotion to duty in air operations. Throughout an exacting tour of duty this officer has displayed exceptional ability as a Navigator and cool courage in the face of the enemy. On four occasions his aircraft has been engaged by enemy fighters and in the ensuing air combat three hostile aircraft have been destroyed”.

After the tour he went back to Forres where he trained new navigators on Wellington bombers and Ansons before moving to R.A.F. Rufforth conversion unit.

In May 1945 he transferred to 77 Squadron at Full Sutton with a new pilot (Pickin) and crew. They were flying Halifax Mk6’s and then Dakotas. The crew were preparing to fly to the Far East to support the Burma campaign. During their time here they were also heavily involved in jettisoning bombs into the North Sea as the war in Europe ended.

In September 1945, the crew moved to R.A.F. Broadwell to practice supply dropping and glider towing before setting off on 22^nd September en route to India.

The route took the crew via Elmas (Sardinia), El Adam (Libya), Lydda (Israel), Wadi Hafa (Sudan), Sheil Othman (Yemen), Masirah (Oman), Jiwani (Pakistan), Karachi (India) until their final destination Kargi Road (India). This took until 1^st October.

October 1945 the crew completed supply dropping and troop repatriation around India and the Khyber Pass. Homer was demobbed in 1946.

After the war he returned to his old employers and worked in engineering most of his life. He met his wife Maureen Chilton at a dance at Belle Vue, Manchester and they eloped to get married New Year’s Eve, 1955. Unfortunately, Homer died 12^th September 1975 of a heart attack.

Completed from the logbook and service history by his daughter, Susanne Pescott.

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