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The colour patches which identified units in the AIF were designed to show what division or service they belonged to, and also, in the case of infantry units, their brigade and the sequence of the Battalion in that Brigade. The shape of a colour patch indicated the division or service - 1st Division - horizontal rectangle split horizontally 2nd Division - diamond shape split horizontally 3rd Division - horizontal ellipse 4th Division - circle split horizontally 5th Division - vertical rectangle split vertically. The lower colour denoted the brigade's sequence in the Division. Usually (but not always!) these colours were: Green - first brigade in the division Red - second Light Blue - third The 4th Brigade, originally in the 1st Division , had a dark Blue lower half. Its reallocation to the 4th Division after Gallipoli threw both the brigade / battalion numbering sequence (the most logical at any time in the history of the ADF) and the colour patch structure into disarray! In the first AIF there were four infantry battalions to each brigade, and the upper section (or LHS in the case of the 5th Division) of the colour patch identified each one. Usually (but not always!) these colours were: Black - first Purple - second Brown - third White - fourth Thus every battalion had a unique colour patch. Other Arms and Service Corps had variations but those attached to the five divisions generally incorporated the shape of their parent Ddvision. Source: Text taken from The 27th Battalion Centenary: The Historical Record of the 27th Battalions 13th August 1877-1977 and Programme of Centenary Celebrations, Unley SA, 1977 Notes: 1. Strictly speaking there was no such thing as the 'First AIF'. The term is often used unofficially to distinguish the Australian Imperial Force of the First World War from the Second AIF raised to fight in World War 2. 2. The colour patch scheme was first introduced into the AIF in March 1915, just in time for the initial Gallipoli landings. The 2nd Division received its patches in August 1915, and gradually the scheme was expanded to include the whole AIF.

Contemporary media reports upon his death indicate that Philip Robin was “universally admired” as “…one of Australia’s best sons.” and”an exceptional character”. He was “idolized” by football supporters for his “clean, manly game.” He has been referred to as a “robust character” who was “transparently honest” and that his “sterling qualities of character far outshone the transient fame he had won as an all-round athlete.” Tragically, Philip de Quetteville Robin's widow Nellie and their baby were overtaken by tragedy themselves when they both died in London in childbirth in November 1915. The cost for the Robin family during the Great War was indeed high, for on 29 June 1916 one of Phillip's cousins, 2180 Corporal Arthur Mervyn Robin of the 7th Battalion, was killed at Messines. In July 1916, another cousin, 329 Sergeant Geoffrey de Quetteville Robin of the 53rd Australian Infantry Battalion, was killed in action at Fromelles. In February of 1917 yet another of Phillip's cousins, Lieutenant James Keeling Robin MC, was killed in action while serving with the 4th Australian Light Trench Mortar Battery. This narrative is a compilation of work by Bill Denny, AM and Bob Kearney (extract from his book "Silent Voices")

By the late LtCol Peter Morrissey . Used with Permission Introduction The five Leane brothers (Edwin, Ernest, Allan, Raymond and Benjamin) all served in the AIF in World War I, along Edwin’s four sons (Allan, Geoffrey, Reuben and Maxwell) and Ernest’s two sons (Arnold and William). Four of the family were killed in action or died of wounds. Edwin Thomas Leane Edwin was born on 25 August 1867 at Prospect SA. He was described as ‘a big man, both physically and mentally’. On 14 September 1914 he joined the AIF as a Captain in the 12th Battalion. Because of illness in Egypt, and possibly his age, he was transferred to the Australian Army Ordnance Corps. His administrative ability carried him to the top levels of the AIF Ordnance Service. Promoted Major in April 1915, he served on Gallipoli as Deputy Assistant Director of Ordnance Services, 2nd Division from late July until the evacuation, and held the same appointment in Egypt in January-March 1916, and until July in France and Belgium. In August he was promoted Lieutenant Colonel and transferred to AIF Headquarters, London. In July 1917 he was posted to France, and in November became the Head of Ordnance Services, I Anzac Corps. From February 1918 this responsibility was widened to include the whole AIF in France. Edwin was promoted Colonel in November, and became a deputy director in the AIF Repatriation and Demobilization Department, London. He had been mentioned in dispatches five times, appointed CBE, and awarded the Belgian Croix de Guerre. He died at Camberwell, Victoria on 27 August 1928. Three of Edwin’s sons, Captain Allan Edwin Leane (died of wounds, 2 May 1917, Bullecourt), Lieutenant Geoffrey Paul Leane, MC and Corporal Reuben Ernest Leane, served with the 48th Battalion, and a fourth son, Lieutenant Maxwell Leane, with the Royal Australian Navy Volunteer Reserve. Ernest Albert Leane Ernest was born in 1869, enlisted at the age of 45, and served with the 27th Battalion as a Warrant Officer. His two sons also served in the Battalion. One of them, Corporal Arnold Harry Leane, was killed in action on 5 November 1916. The other, Corporal William Ernest Raymond Leane, survived. Allan William Leane Allan was born on 11 May 1872 at Mount Gambier SA. He enlisted in the AIF as a Major in the 28th Battalion on 28 April 1915, and reached Gallipoli in September. He was Second-in-Command of the Battalion from January 1916, and commanded it in France from 29 July as a temporary Lieutenant Colonel, providing inspiring leadership during the Battle of Pozières. He was promoted Lieutenant Colonel on 29 November, but died of shrapnel wounds received at Delville Wood on 4 January 1917, and was buried in the Dernancourt Communal Cemetery, in a grave especially constructed by the men of the Battalion, adjacent to the CWG cemetery. Raymond Lionel Leane Raymond Leane was born on 12 July 1878 at Prospect SA. On 25 August 1914 he enlisted in the 11th Battalion as a Captain and Company Commander. The Battalion went ashore with the Covering Force during the landing at Gallipoli on 25 April 1915, and Ray’s C Company moved into the Plugge’s Plateau sector. On 4 May he led an attempt to capture Gaba Tepe fort, a Turkish position close to the beach which enfiladed the Australian trenches. Charles Bean considered him the ideal choice for this hazardous enterprise. After landing at dawn, Ray’s small force was pinned close to the beach by heavy fire, so that no advance could be attempted. Having been given full discretion to depart from his orders as he thought fit, he organized a withdrawal and successfully brought off his men and their wounded with the aid of the Royal Navy. For this he was awarded the Military Cross. Ray was slightly wounded on 28 June in an assault on Pine Ridge, and again on 31 July when he led a successful attack against Turkish defences, and held the position thereafter against heavy counter-attacks. This position became known as Leane’s Trench. Promoted temporary Major on 5 August, he commanded the 11th Battalion from 11 September, and was promoted temporary Lieutenant Colonel on 8 October. He remained at Gallipoli until evacuation on 16 November. He was twice mentioned in dispatches for service at Anzac. While there, he had been nicknamed ‘Bull’; his “tall square-shouldered frame, immense jaw, tightly compressed lips, and keen, steady, humorous eyes made him the very figure of a soldier”. In Egypt on 26 February 1916, Ray was confirmed as Major and appointed Commanding Officer of the 48th Battalion (the ‘pup’ Battalion of the 16th Battalion). Promoted Lieutenant Colonel on 12 March, he took his Battalion to France in June. After a week at Fleurbaix, the Battalion moved into the Pozières sector, and on 7 August repulsed a heavy German counter-attack. The 48th served at Mouquet Farm and Gueudecourt in 1916, and at Bullecourt, Messines, Wytschaete and Passchendaele in 1917. At Bullecourt Ray’s younger brother and Battalion Second-in-Command, Major Benjamin Bennett Leane was killed on 10 April, and his nephew Captain Allan Edwin Leane died of wounds on 2 May. Severely wounded at Passchendaele on 12 October, Ray did not resume duty until late January 1918. He commanded the 48th Battalion at Albert and Dernancourt in March-April. Under his command, the 48th Battalion was prominent in halting the German advance on Amiens on 5 April. He was appointed temporary Colonel commanding the 12th Brigade on 19 April, and was confirmed in rank and promoted temporary Brigadier General on 1 June. He commanded the 12th Brigade at Villers-Bretonneux in April-May, in the attack on Proyart on 8 August, and in the battles of the Hindenburg outpost line in September. Ray had been mentioned in dispatches eight times, and his decorations included the Distinguished Service Order and Bar, the Military Cross, and the French Croix de Guerre. He was appointed Companion of the Order of St Michael and St George in 1918, Companion of the Order of the Bath in 1919, and Knight Bachelor in 1944. His brother Ben, three nephews, and several other relatives had served under him in the 48th Battalion, which led to its being known throughout the AIF as the ‘Joan of Arc Battalion’ (Made of All Leanes). As a commander, Ray won the affection of his men by his constant concern for their well-being. He gained their respect by his strength of character, firm discipline and high sense of duty. In action he was cool and alert, directing and encouraging, heedless of danger. Raymond Leane was appointed Commissioner of Police in SA, a role he held from 1920 until his retirement in 1944. In World War II Ray commanded a group in the Volunteer Defence Corps. After his retirement he lived quietly at Plympton SA until his death on 25 June 1962. Charles Bean described Sir Raymond Leane as “the head of the most famous family of soldiers in Australian history”. His portrait by George Bell is in the Australian War Memorial. Benjamin Bennett Leane Ben was born in 1889, and was killed on 10 April 1917 at Bullecourt while serving as a Major and Ray Leane’s Battalion Second-in-Command in the 48th Battalion. He was buried in Queant Road Cemetery, Buissy. Conclusion The Leane brothers and their sons provide a remarkable example of family enlistment. Every male member of military age offered himself for active service, and was accepted. The family was known during the war and for long afterwards as ‘The Fighting Leanes of Prospect’. Principal Source: Australian Dictionary of Biography. From work originally compiled by the late LtCol Peter Morrissey an esteemed comrade.

March 22ND LANCASTER O PA 264 (survived to 12 Sq 29/09/1945) SELF F/S MUGGLETON-TILSON W/O ROLLASON – SGT SMART SGT DOLLING – F/S MALONEY OP NO. 24 – HILDESHEIM CONDITIONS NOT VERY GOOD. GAGGLE OFF COURSE AT TIMES. LEADERS SLOWING REALISING BEHIND TIME. WORRIED BY FLAK TO AND FROM TARGET. PILOTS PLAYING AROUND IN GAGGLE, BLOODY FOOLS. REPORTED FOR DROPPING BOMBS WHILST ANOTHER PLANE IN DANGEROUS POSITION. OUR PHOTOGRAPH DISPROVED ALLEGATION. GLAD TO RECROSS RHINE.

‘Back to the old front line,’ called Imlay, as a bloodied messenger raced in. I glanced around the trench as I swung my gun on shoulder. Bright mess tins lay about. There was half a loaf of bread with an open tin of jam beside it, and bloodstained equipment lying everywhere. The dead sergeant still lay massive on the parapet. Other dead lay limp on the trench floor. Wounded sprawled or sat with backs to the parapet, watching us with anxious eyes. ‘You are not going to leave us?’ asked one of me. I could not answer him, or meet his eyes as I joined the party moving down the sap. For some reason I felt the guilt of deserting them was mine alone. Here was a tangle of dismembered limbs and dead men. The air was heavy with the reek of explosives. One man, with his foot blown off, leaned wearily back. He had a mills in his hand with the pin out. He would not be taken alive. Our party – about sixty strong, with our two remaining officers – spread along the German front line, mean with ready bombs and bayonets on the flanks. No other Australian force was left in the Hindenburg Line. Our shells still screamed about the parapet. When this fire died down the might of the German Army would fall again on our outflanked few. Between us and our line stretched masses of brown wire, and fifteen hundred yards of bullet and shell-swept level land, over which for a long time no messenger had lived in attempting to get across. Wounded men stood and sat silent on the upper steps of deep dugouts. I leaned on my gun, pondering the utter hopelessness of the position. A Fritz machine gun sat askew on the parapet. I was forming a project to bring it into action. Word came from the left flank, punctuated by bomb bursts, ‘Enemy bombing back. We have run out of bombs’. All stores of German bombs had been used up by our men. An officers’ voice called clear, ‘Dump everything and get back.’ Discard my beautiful gun? They mightn’t give me another! Our few unwounded climbed the parapet. Heavily I started to climb the steep trench wall where a shell had partly blown it in. I looked up to see Bill Davies standing on the top amid the bullets, with hand extended to help me up. A vast indifference settled on me, as I stood on the parapet. Three yards out a man lying over a strand of wire called, ‘Help me, mate.’ I put down my gun and tried to heave him into a shell hole. He screamed with pain as I heaved, so I stopped. ‘I can’t do anything for you, old chap’, I said, and hoping that I would be forgiven the lie, ‘I will send the bearers back.’ ‘Thank you’, he said. I picked up my gun and walked on. A shrapnel from the enemy flank churned the ground just in front, as I picked my way through the wire. A piece of shell fragment cut my puttee tape, and dropped the folds around my boot. In complete indifference I trudged over the field, making the concession of holding the gun flat so as not to be too prominent. A man reaches a blasé stage after too much excitement. Once I thought of settling down and blazing defiance at the enemy with my last solitary magazine. But the thought of our wounded in the track of the bullets made me refrain. Five-point-nines burst black on either hand, and futile bullets zipped about. They could no nothing to me. Silly cows to try. Someone ought to tell them… George Mitchell's walk was witnessed by hundreds and passed into AIF Legend. He was awarded the Distinguished Conduct Medal and later commissioned.

Phil Robin was an all-round sportsman but an exceptional Australian Rules footballer. Phil made his league debut with Norwood in 1908, and was widely acknowledged as one of the finest wingmen in the game.  An interstate representative on seven occasions, he played in South Australia's victorious 1911 carnival.  That same year he received Norwood's best and fairest player award. Scrupulously fair, Robin delighted fans with his electrifying dashes down the wing, weaving and dodging his way past opponents.  He was somewhat unfortunate to play during what was effectively a time of rebuilding at Norwood, but if anything this made the high quality of his football standout even more. Best & Fairest: 1911 South Australian Games: 7 Reserves Magarey Medal: 1907 NFC Games: 71;   NFC Goals: 3  Debut: v South Adelaide (Norwood) 2nd May 1908 Finale: v North Adelaide (Norwood) 29th August 1914 In 1909 he was chosen to play for South Australia and held his position until enlisting with the AIF in 1914. For five years before enlisting he worked at the Bank of Adelaide as an accountant at the Murray Bridge branch.  He was held in high regard at Murray Bridge, involved in the Tennis Club and regarded as 'one of their own'.

News (Adelaide, SA : 1923 - 1954), Saturday 4 January 1947, page 1 Body Found In Wreck SEREANT - PILOT C. W. Dunning. Spitfire SERGEANT-PILOT Colin William Dunning, of Restormel avenue, Fullarton Estate, was the pilot of a crashed Spitfire found by an aboriginal at Fog Harbor, 45 miles south-west of Darwin, last week. His parents were notified by R.A.A.F. headquarters last night. His remains were found on what would have been the pilot's twenty-second birthday, and will be interred in a military cemetery at Darwin. Missing from a non-operational flight more than two years ago, the late Sgt. Dunning was the son of Mr. and Mrs. S. L. Dunning, of Restormel avenue, Fullarton Estate. After a promising scholastic career at Marist Brothers' College, he won a scholarship for accountancy studies, and had completed two subjects when he joined the R.A.A.F. at the age of 18. After training at fighter schools at Mildura and Deniliquin, Sgt. Dunning went to Darwin with No. 452 Spitfire Squadron, and was lost on an altitude test and training exercises on April 24, 1944. http://nla.gov.au/nla.news-article127070538

On the 14th September, 1917, at ZILLEBEKE, the 18th Battery position was heavily shelled from 3 p.m. to 4.30 p.m. with 5.9" and 8". At 3.36 p.m. an ammunition dump alongside No. 1 gun was hit and it and the gun pit caught fire. These men [8360 M.A. COCKER, 8381 D.D. BRADBURY, (8381) Lt E.J. SHEPHERD, (10762) Lt L. CARTHEW] on Lieutenant DODD calling for a party rushed out of the shelter trench in the face of the heavy fire and with water from adjacent shell holes succeeded in putting it out. Later the pit was again hit and it and the ammunition and an adjacent pit caught fire. These men again went out with Lieutenant DODD in the face of the shelling and succeeded in saving the guns and ammunition. They displayed great gallantry and determination in the face of very considerable danger.' Source: 'Commonwealth Gazette' No. 31 Date: 7 March 1918

Before going into battle in September 1918 Bernard wrote the following letter to his brother Gabriel’s wife, Lottie. Interestingly, it is dated 1 October 1918; apparently it was not uncommon for men to date letters this way as they went into battle. This is believed to be the last letter that Bernard wrote. October 1, 1918 France Dear Lottie, Just a few lines, Lottie, in answer to your welcome letter to hand dated 9 June, was pleased to get a long letter from you and Gabe. So your little girls don’t forget me by what Gabe told me. Well I am expecting to be going to England on leave soon. I have been over here a long time and have been existing well. All the girls getting married, well good luck to them and tell your sisters that I wish them the best of luck as besides fighting hard for years and wasting the best years of my life over here but you know I have a nice little girl over here first for the time being and will close this letter wishing you and the children the best of luck. I remain, Bernard xxx Submitted by Julianne T Ryan, courtesy of Jenny Kingsford (nee Coyte).

'At BROODSEINDE RIDGE East of YPRES this stretcher Bearer was assisting in clearing wounded under the most difficult and trying conditions from 4th to 9th October, 1917. Owing to the severe weather the mud was in places over the knees of the bearers and the route was shelled severely during the greater part of the time. On 9th October he took a squad from the R.A.P. under heavy shell, rifle and machine gun fire for 600 yards to find a Regtl. Stretcher Bearer who had been previously sniped, and dressed and brought him safely to cover. He set a most inspiring example of cheerfulness and devotion to duty.' Source: 'Commonwealth Gazette' No. 95 Date: 27 June 1918 AWM

An extract from https://johnknifton.com/tag/103-squadron/ A Day I Never Forget by Marie Harris. I was posted to the Ack Ack Site at Goxhill Haven as a driver in 1943. My duties were to drive all vehicles and any vehicle wherever needed. There were 3 of us girl drivers, Moira Turnbull, Nan Caulfield and myself. Although I say it myself I think we did a darned good job (must have done for they never gave us the sack!). It was quite a good site really, ATS and soldiers all got on well together, taking the good with the bad, no luxuries as such and not many "Passes Out". Occasionally, when there had been a good night of shooting the enemy planes down, the Major and Officers would put on a dance and social night for us in the NAAFI. They would invite so many RAF and so many Yanks. It all helped to make a great night and lift our spirits and to mix or meet others who were doing what we were trying to do, keep old Hitler out. Most of the RAF were Air Crew and you would dance with one or two, get to know them a bit and have a great night, but knowing when you saw the Bombers taking off the following night they were up there doing the BIG BIT and come the next evening you would ask "where's Alec, Bob and Bill?" Just a shrug of the shoulders from their mates and you knew and felt sad, very sad. As I drove around the lanes to wherever my duties took me at a certain time of the day you would see the Bombers going off and up into the clouds and away, you got used to it, up into one circle, two circles and third circle away on their mission and you would say to yourself and often loudly "Good luck lads, come back for that Tango." It was one afternoon in December 1943 around 4.30 as I was driving a load of stores to another site in the Guy Truck, which had an open front and canvas covered back, going along this lane just wide enough for the truck and a ditch each side. Coming up to a farm on my right, it was very low cloud and the Lancasters were taking off into the circles, up and away, as I looked up and raised my right arm in a salute. They were so low and so near I felt I could nearly touch them. One went into this low cloud and I was thinking it's a wonder they don't crash they are so close together, when in a split second as it came out of the cloud, God, it was a head on crash with another Lancaster, one almighty explosion and all Hell was let loose. It was awful, I couldn't believe what had happened practically over my head, just over the farmer's field. I was so stunned, streaks of fire shooting all over the road and my truck. I pulled on the brakes and jumped in the ditch but only for a few seconds thinking some of the crew could be saved, so I ran up past the farmer's house, bits and pieces lying all over, just passing a barn and someone caught hold of me from behind and wouldn't let go, kept saying "NO LASS, NO LASS there'll be nothing". It was the old farmer. In no time at all the fire engines etc. were arriving. I pulled myself together and went back to my truck in a daze and drove onto the site, still couldn't believe what had happened. When I pulled up at the Guard House I was just rooted to my seat and couldn't stop crying, thinking of the Bobs, Alecs and Bills whoever just blown to bits. It was awful and still is. The guard called the Sergeant who took one look at my truck with all the bits and pieces, burns on the canvas and said "she must have been under it." They took me into the Mess and gave me a cup of hot strong tea and 20 minutes by the round stove (they were really kind.) I felt better and had to get on with it, so back to Goxhill. On arriving our MT Officer was concerned; did I need to go to the MO? No Sir, I'll be OK but when I went to bed I couldn't shut my eyes, this terrific explosion flashed before me every time. I was like this for quite a few nights. Another thing I can't bear even to this day to watch a film with planes crashing. I'd shut my eyes or go out of the cinema. Later in life I often used to think and wish I had gone back to see that farmer and I used to wonder if the families knew where their sons were lying. I was very pleased to hear that a Plaque is being dedicated in Remembrance to those poor souls. I can never forget them or what happened to them.. Driver Marie Harris W/44133 ATS.

see No. 42 Sqn unit page Catalina serial number A24-100 and code number RK-L of 42 Squadron, RAAF, piloted by 401846 Pilot Officer (PO) (later Flying Officer (FO)) Clifford Dent Hull of Hawthorn, Vic. After completing a successful mine laying operation off Macassar (Celebes) Harbour on the night of 23 & 24 October 1944, the starboard engine of this aircraft was damaged by Japanese anti aircraft (AA) fire. Unable to maintain height on his return and with the second engine failing, PO Hull made a forced landing in the open sea south of the South Western Celebes Peninsula. He and his crew spent the next twelve hours on the water uncomfortably close to four Japanese airfields based in Southern Celebes, before a second Catalina (left), OX-U of 43 Squadron, RAAF, arrived to rescue PO Hull and his crew. A rubber dingy is visible transferring the downed crew to the rescue aircraft. A United States B24 Liberator bomber located the downed Catalina and guided the rescue Catalina in. The B24 continued to circle overhead providing protection. After the disabled Catalina had been sunk by machine gun fire, the rescue Catalina took off and returned safely to Darwin. This operation was one of the epic sea rescues of the Second World War, entailing a round trip of 1800 miles mainly through Japanese held territory. The rescue crew were: 415632 FO (later Flight Lieutenant (Flt Lt, DFC)), Armand Andre Etienne (Captain), of West Perth, WA; 408409 FO (later Flt Lt), Ian McCallister Robson of Sandy Bay, Tas; 428809 Flight Sergeant (Flt Sgt) (later Warrant Officer (WO)), John Joseph Sweeney (Navigator), of Newcastle, NSW, (visible standing on the wing of the rescue aircraft); 428832 Flt Sgt (later WO), Raymond Victor Tumeth of Haberfield, NSW; 428360 Flt Sgt (later WO), Derek Fanshawe Robertson of Camberwell, Vic; 12912 Sergeant (Sgt) (later PO), Robert Richard Tingman of Brighton, Vic; 12223 Sgt (later Flt Sgt), Albert Leslie Warton of Sydney, NSW; A2398 Sgt, Thomas Roy Elphick of Bondi, NSW; 33642 Corporal, James Francis Burgess Oliver of Glen Innes of NSW.

From Flight Sergeant Norman MacDonald, only survivor of JB472 The crew of Lancaster JB472 with Reginald Wicks as pilot, joined the Squadron on 23 November 1943. They flew their first mission on 23 November - a night raid on Berlin. This was closely followed by another night mission to Berlin on 26 November. On 2 December JB472 took off from Warboys airfield for their third raid on Berlin. In a report given by Flight Sergeant Norman Macdonald after the war he describes what happened to their aircraft as they flew over eastern Germany: 'Attack by enemy fighter reported by rear gunner - pilot acknowledged, took evasive action and just then we were hit. Crew put on chutes, aircraft in steep dive. At approx between 17 and 15, 000 feet violent explosion. I was sucked out the starboard side of aircraft. Regained consciousness at approx 4,000 feet opened 'chute landed ok. I believe pilot jettisoned bombs endeavouring to save crew and aircraft but aircraft crashed 20 miles north of Hannover. The next day I was captured in the goods yard of the village railway station by 2 German soldiers who were searching for me and taken to identify wreckage of aircraft from which German officials had removed the bodies of my 6 colleagues. Taken to Frankfurt for interrogation put into solitary confinement then to Stalag IVB.'

Warrant Officer Bell is a an efficient and most resolute pilot. He has taken part in may harassing attacks on the enemy and has invariably displayed a high degree of gallantry. He has destroyed four enemy aircraft. London Gazette 17 November 1944

Lt S.E. MILLS, D Company, 32nd Bn, 22 January 1917: 'He was in my platoon and was wounded pretty severely on night of 19/20 July. With the help of two other men we carried him to a place of comparative safety and dressed his wound. This was 200 yards behind the German first line and it was found impossible to get stretcher bearers through the barrage. When the order to retire was given it was a matter of charging through the two lines of Germans and so impossible to carry two badly wounded men. Green was left with some twenty or thirty others some of whom have since been reported as prisoners. It is my opinion that Green died of his wound although he was alive when I saw him last.'

Translation of German message, 2 October 1919, 'Iden: Disc handed over by Intell: Off: with 6th Army H.Q. through Central Office for Deceased Estates 12/10/16[,] Austral: Pte. A.E.N. Burney, 1226, 2nd Btn. fell in the neighbourhood of Fromelles on 19/7/16'.

Lloyd Maundrell, flew as a Captain for Ansett Flying Boats. Lloyd became very well known to Sydneysiders thanks to 2UE Radio Announcer Gary O’Callaghan who, with his “imaginary” friend Sammy Sparrow, used to announce the arrival of Ansett Flying Boats as they flew into Rose Bay, almost always it seemed with Captain Maundrell at the controls ! Ironically, Gary O’Callaghan’s son became a Seaplane Pilot himself, flying for the late Vic Walton. http://www.aviationwriter.org/221614437

In an example of "peaceful penetration" on 9 July 1918, Captain John Herbert Farrell MM, 6th Battalion, single-handedly captured a German gun crew of eight men and their machine gun near Merris. Just before going into the line at Merris, Captain Carne said to Blue (Farrell) - "I am going to send you to a N.C.O. School when we come out of the line." Bluey dropped his bundle and said - "Cripes, don't do that Captain." Captain Carne humourously replied- "Well Farrell, if you bring me in a little Fritz for identification purposes, I won't send you." That night Captain Carne was sitting in his dugout, when to his surprise there arrived five Fritzes and Bluey with a Fritz Machine Gun on his shoulder. He grinned, saluted and just said "No School." From Ce Ne Fait Rien [No Worries], Magazine of the 6th Battalion. "Tragically, Farrell was later killed in action on 28 September 1918". (* Ed note - there seems to be an incongruity here - he is listed as having died on 28 September 1938) AWM - https://www.awm.gov.au/visit/exhibitions/1918/battles/peacepen

'On 4/5th October, 1917 during the attack on BROODSEINDE Ridge east of YPRES this man showed great bravery and skill in the use of his Lewis Gun in the attack on a strong point in the road. He succeeded in preventing the enemy machine guns from causing damage and continued to use his gun after he had been wounded through the side. His gallant action did much towards the capture of this Strong Point. He remained on duty until the Battalion was relieved when he evacuated.' Source: 'Commonwealth Gazette' No. 31 Date: 7 March 1918

Citation 'One evening this Officer, in company with another machine, attacked five Pfaltz scouts, destroying two; one fell in flames, and one broke up in the air. The officer who accompanied him brought down a third machine out of control. While engaged in this combat they were attacked from above by five triplanes. Displaying cool judgment and brilliant flying, Captain Cobby evaded this attack, and returned to our lines in safety, both machines being undamaged. A determined and most skilful leader, who has destroyed twenty-one hostile machines or balloons, accounting for three machines and two balloons in four days.' Source: 'Commonwealth Gazette' No. 23 Date: 12 February 1919

'An Officer whose success as a leader is due not only to high courage and brillant flying, but also to the clear judgment and presence of mind he invariably displays. His example is of great value to other pilots in his squadron. During recent operations he shot down five machines in eleven days, accounting for two in one day.' Source: 'Commonwealth Gazette' No. 23 Date: 12 February 1919

The Lockleys sub-branch of the RSL was formed in July 1935. Ownership of the hall was formally vested in the Lockleys Soldiers’ Memorial Hall Inc in January 1946. For many years the Sub Branch met in the Basement of the Cinema. Clubrooms were later built at the rear of the hall and this building, in combination with the Memorial Hall, was known as the Lockleys Servicemens' Memorial Centre. Ownership of the centre was formally vested in Lockleys Servicemen’s Memorial Centre Inc in February 1954. Ownership of the adjacent land and the cinema complex was transferred for no monetary consideration to the West Torrens Council in October 1991. The Lockleys Sub Branch wound up in 2018 after the last of its Members agreed to transfer their premises to the West Torrens City Council for re-purposing as a part of the re-development of Mellor Reserve. . A memorial is to be erected to commemorate its presence on Mellor Reserve as a key part of the community for 83 years.

The Lockleys sub-branch of the RSL was formed in July 1935, and became a tenant in the Memorial Hall / Cinema complex. For many years the Sub Branch met in the Basement of the Cinema, which was enshrined on the Constitution and Rules of the Lockleys Soldiers Memorial Hall Inc. Long time member Laurie Gillespie, 94, recalls that at one stage a poker school used to meet surreptitiously behind the screen of the cinema. Clubrooms were later built at the rear of the hall and this building, became the home of the Lockleys Sub Branch of RSL SA. Ownership of the centre including the Memorial Hall was formally transferred to the Lockleys Servicemen’s Memorial Centre Inc in February 1954. Ownership of the adjacent land and the cinema complex was transferred for no monetary consideration to the West Torrens Council in October 1991 in exchange extensions to the RSL Hall. With age and a diminishing local veteran population, the Lockleys Sub Branch took the decision in 2018 to wind up the Sub Branch when the last of its Members agreed to cease operations. A memorial is to be erected to commemorate its presence on Mellor Reserve as a key part of the community for 83 years.

The Lyric Theatre Commencing on Saturday evening 10 October 1925, films were shown in the 360-seat hall and the cinema was known as the Lyric Theatre or Lyric Pictures, (or even more simply as the Lockleys Theatre). From the 1930s to the 1950s the cinema was a focal point of social activity, with a visit to 'the pictures’ on a Saturday night a highlight of the week for many locals. The Windsor / Odeon Cinema years After the acquisition of the lease by B.E. Cunnew and Sons from October 1948 the cinema became the Lockleys Windsor Theatre. At its peak the Windsor group ran cinemas at Brighton and St Morris as well as its two West Torrens cinemas at Lockleys and Hilton. From 1948 Harold Slade was the manager/usher of the Lockleys theatre with Allan Rainey the chief projectionist. In the early 1950s the theatre underwent two substantial redevelopments. The hall was now able to hold 495 patrons. However, as with other cinemas, the coming of television to Adelaide in 1959 immediately affected the theatre’s viability. Despite enjoying some success with occasional showings of Greek and Italian-language films, the theatre closed in February 1963. Over the next thirty years the venue was used only spasmodically. For several years from the mid 1970s the theatre was run by Mr Stephen Buge and operated commercially as the Lockleys Cine Centre. Buge had frequented the theatre in his youth in the 1950s and had vowed to one day manage it. He later recalled that he was married on a Saturday and spent all the next day painting the front of the cinema in preparation for its reopening. During these years the theatre was also used by community groups for fundraising film screenings. In 1992 it underwent a $60,000 upgrade and operated in 1993-2000 as the Lockleys Odeon Star. From July 2000 the theatre was again part of the Windsor cinema group. On 30 August 2012 the Lockleys cinema again closed for the last time.

'On 23rd April the 53rd Battery position at MORCHIES was subjected to very heavy shelling, and a large ammunition dump caught fire. it was burning fiercely when Bombardier EDWARDS, at great personal risk, assisted in extinguishing the flames, and helped to save a considerable amount of ammunition.' Source: 'Commonwealth Gazette' No. 189 Date: 8 November 1917 'On 23rd April the 53rd Battery position at Morchies was subjected to very heavy shelling and a large ammunition dump caught fire. It was burning fiercely when Corporal Edwards at a great personal risk, assisted in extinguishing the flames and helped to save a considerable amount of ammunition. Thus winning the Military Medal.' Details from his Mother.

Extract https://dambustersblog.com/2011/11/ Article in the New Statesman in which Guy Walters argues that Holland completely counters the “revisionist” view that the Dams Raid actually achieved very little. According to Walters: The raid was in fact a triumph, and did an enormous amount of damage. After studying the German archives, Holland shows that: “…not only were two major dams completely destroyed, so too were seven railway bridges, eighteen road bridges, four water turbine power stations and three steam turbine power stations, while in the Ruhr Valley alone, eleven factories were completely destroyed and a further 114 damaged, many severely. Vast tracts of land had also been devastated by the tidal waves that had thundered up to eighty miles from the dams.” Such damage can hardly be considered “little of substance”. Furthermore, Holland completely skewers the argument that as the dams were quickly rebuilt, the damage was therefore not that great. The whole point of their swift reconstruction “underlines just how important they were to Germany”, and the men and material required had to be diverted from elsewhere. Holland also argues that the destruction of the dams struck a huge psychological blow against the Germans, as these were structures that were venerated as triumphs of the country’s might and technical knowhow. In short, the raid was indeed a catastrophe for Nazi Germany, and a triumph for the British. Holland’s analysis will no doubt draw its detractors, perhaps inspired by a politically fashionable thinking that seeks to denigrate just about every British success during the Second World War. Of course, there was much that we got wrong, but we also got many things spectacularly right. In my view, Holland’s programme was a well researched and presented documentary. There were interviews with three of the four surviving Dambusters – Les Munro, Grant McDonald and George “Johnny” Johnson – and a good use of far flung written source material, such as Charlie Williams’ letters, which are in archives in Queensland, Australia. Perhaps the point that came across most strongly was the airmanship involved. Flying a 30 ton aircraft a thousand miles through hostile territory just 100 feet above the ground required enormous concentration, exceptional skill and tremendous luck. When you consider the odds it is no real surprise that eight of the 19 aircraft failed to return. And no surprise, either, that this tactic was only used sparingly in the rest of the war. With so much already written and broadcast about the Dams Raid it is not surprising that little new information emerged. But that shouldn’t detract from what was a thorough film, mercifully lacking most of the frills and tricks which many documentary directors nowadays feel it necessary to add.

Extract from Dambusters Blog https://dambustersblog.com/category/david-shannon/ At the end of February 1943, David Shannon finished his tour of operations in 106 Squadron with a trip to St Nazaire. This was the 36th sortie in a run which stretched back to June 1942, shortly after his 20th birthday. During his tour, he had generally flown with a core crew made up of Danny Walker, navigator, Wallace Herbert, bomb aimer, Arnold Pemberton, wireless operator, Douglas McCulloch, mid upper gunner and Bernard Holmes, rear gunner. Over the course of the tour Shannon flew with a number of different flight engineers and/or second pilots, but in the last few months Sgt Cyril Chamberlain became the regular flight engineer. An enforced change happened in November 1942, when Danny Walker came to the end of his own tour. He was posted to No 22 OTU as an instructor and thereafter a number of different navigators filled in for him. These included the experienced Norman Scrivener and Winston Burnside, both of whom also navigated for Guy Gibson in this period. Shannon’s last operation in 106 Squadron on 28 February appears to have coincided with the end of the tours of Herbert, Pemberton, McCulloch and Holmes. Under normal circumstances, the crew would have broken up and all would have been sent on instructional duties for a period of six months. Shannon, however, wanted to carry on flying and somehow arranged a transfer to 83 Squadron at RAF Wyton, a Pathfinder outfit. It was there that he got a telephone call from Gibson, asking him to join him at Scampton where he was forming a new squadron. Chamberlain, Herbert, Pemberton, McCulloch and Holmes were apparently all still at Syerston, waiting for new postings. Consideration was obviously given to reconstituting Shannon’s 106 Squadron crew, since Chamberlain, Pemberton, McCulloch and Holmes were all transferred to the new 617 Squadron at Scampton on or about 25 March 1943. Herbert appears either not to have been asked or to have declined the offer. Also, Shannon’s old crew member Danny Walker was specifically sought out to fill the post of navigator, and was brought over to Scampton from No 22 OTU at Wellesbourne Mountford. It is not clear exactly what happened next. Shannon undertook two testing flights on 28 and 31 March, but he only recorded the names of the other pilots with whom he flew (Flt Lt Dierkes on 28 March, Flt Lt John Hopgood on 31 March). His next flight wasn’t until 6 April, when he did a 5 hour cross country and bombing trip. This was repeated, over a different route, two days later on 8 April. On both of these flights, a five man crew is recorded. This consisted of Walker and McCulloch, both from his 106 Squadron days, two new names – bomb aimer Len Sumpter and flight engineer Robert Henderson, plus Larry Nichols, a wireless operator borrowed from Melvin Young’s crew. After the war, Len Sumpter described how he and Henderson were recruited to the squadron. At that stage, he had completed 13 operations in 57 Squadron, based at Scampton. Then his pilot was grounded with ear trouble and the crew were broken up. He and his erstwhile crewmate Henderson knew that a new squadron was being formed in the next two hangars, and heard that Shannon was looking for a bomb aimer and a flight engineer, so they sought him out. “We looked him over and he looked us over – and that’s the way I got on to 617 Squadron.” (Max Arthur, Dambusters: A Landmark Oral History, Virgin 2008, p18.) No date is given for this “interview”, but it must have occurred sometime between 31 March and 6 April. Sumpter goes on to say that the crew didn’t get their own wireless operator until the end of April. He didn’t know – or didn’t mention – that there were three members of Shannon’s old crew, including wireless operator Arnold Pemberton, kicking their heels on the ground. On 11 April, Shannon’s logbook records the first flight of a new crew member, rear gunner Jack Buckley. He had been transferred from No 10 OTU, where he was working as an instructor. He was an experienced gunner and had been commissioned, having completed a full tour of operations with 75 (New Zealand) Squadron. Albert Garshowitz (misspelt as Gowshowitz) from Bill Astell’s crew was the borrowed wireless operator on this occasion. Two days later, on 13 April, a complete squadron crew list was compiled, under the title “Order of Battle”. This is preserved in a file in the National Archives (AIR14/842). It shows Shannon’s crew as: Henderson, flight engineer, Walker, navigator, Sumpter, bomb aimer, McCulloch, mid upper gunner and Buckley, rear gunner. The position of wireless operator is left blank. Flg Off McCulloch is also listed as A Flight Gunnery Leader. Four names are listed as ‘spares’, amongst whom are the other three members of Shannon’s 106 Squadron crew: Pemberton, Holmes and Chamberlain. Another two days later, on 15 April, Douglas McCulloch attended an Aircrew Selection Board. He must therefore have previously applied for remustering. However, he returned to the squadron and flew on more training flights with Shannon on 19 and 21 April. He was eventually posted to No 13 Initial Training Wing on 1 May. On 17 April, Bernard Holmes and Arnold Pemberton’s time at 617 Squadron ended, with them both being recorded as being posted to No 19 OTU at Kinloss. There is no record of the destiny of Cyril Chamberlain. Holmes’s son Robert recalls that his father apparently told his wife at the time that he and Pemberton were bored and frustrated through not being kept busy, and asked for a transfer. Eleven days later, on 24 April, another squadron crew list was published. The Shannon crew now shows two changes. The wireless operator position has been filled by Flg Off Goodale DFC and the mid upper gunner has the handwritten name of Sgt Jagger in a space which had been left blank by the typist. The A Flight gunnery leader is now shown as Flg Off Glinz (from Norman Barlow’s crew). There are no longer any names listed as spares (National Archives: AIR14/842). This date coincides with Goodale’s first appearance in Shannon’s logbook. It is notable that Brian Jagger’s name may appear here, but in fact he did not fly with Shannon until 4 May. Both men came with a deal of experience. Brian Goodale had a completed full tour and was recruited from No 10 OTU, where Jack Buckley had also been an instructor. Brian Jagger came from 50 Squadron. He had previously flown with John Fraser and Ken Earnshaw, two Canadians in John Hopgood’s crew, and they may have been instrumental in getting him on board. On this date, David Shannon’s Dams Raid crew was finally established, and they would fly together for the next few months. Quite why three members of his crew from 106 Squadron were earlier brought over to Scampton but never used remains a mystery. Later in the war, after a spell as an instructor, Bernard Holmes returned to operations with 77 Squadron, and joined a crew skippered by Wg Cdr J D R Forbes, the squadron CO. He remained there until the end of hostilities. He had married his wife Margaret in 1940, and they had two sons, born after the war. The family emigrated to South Africa in 1952, and he died there in 1979. Thanks to Robert Holmes, Clive Smith, Robert Owen and Nigel Favill for their help with this article.

Originally listed as 'No Known Grave' and commemorated at V.C. Corner (Panel No 11), Australian Cemetery, Fromelles; subsequently (2011) identified, and interred in the Fromelles (Pheasant Wood) Military Cemetery, France. Note on Form B103: 'Identification Disc received from Germany. No particulars were afforded except that the soldier is dead. to be reported KILLED IN ACTION FRANCE 19-20th July 16.' Note on file: 'austr. Sold. Russell, A. 54. A.K. Nr. 4299. am 19.7.16. in Gegend Fromelles gefallen.' Note on Red Cross File 2380411: 'Identity disc recd. From Germany and despatched to Next of Kin ... 1.9.1919.' Statement, 3123 Sergeant F. POLDING, 54th Bn (patient, 9th General Hospital, Rouen), 9 November 1916: 'During the attack on Fleurbaix on the 19th July, we had very heavy losses. Many dead bodies were collected after the action and buried. I was informed by several men of the burying party that Russell's body was recovered and buried. I do not, however, remember the name of any particular man of the burying party who told me this.' 'The above name appeared on German death list dated 4-11-16.' Second statement, 4375 Pte E. SCOBLE, 54th Bn (patient, 2nd Birmingham War Hospital, Hollymoor, England), 18 February 1917: 'Arthur Russell's brother William Russell, 2300 54. A.I.F. told him Arthur Russell was killed and buried by Sgt. Allen.'

Statement, 2878 Corporal E.E. POULTER, B Company, 60th Bn, 29 January 1917: 'The last time I saw him was in No Man's Land about 150 yds. from our line. He was shot through the side and the bullet evidently lodged in his stomach as he doubled up and fell. We could not hold the ground. We went over with 1100 men and 63 men answered the roll call.'

Red Cross File No 2940705 has statements 4226 Pte L. HANNA, B Company, 54th Bn (former prisoner of war), 30 December 1918: 'On morning of 20th July 1916 at Fleurbaix I was alongside him when he was shot dead by sniper. Hit in Head (eye). We were then in Enemy's second line trench. They got in behind us into their 1st line and we were cut off. I was hit through helmet by same man immediately after but not hurt. We were taken Prisoners of War about 1 hour later. His body would be left in trench. I did not know his Christian name.' 3511A W.D. CARR, 54th Bn, 24 December 1918: 'In the morning between 8 and 9 o'clock I saw him assisting [1909 H.W.] Bilbow with a machine gun - when he was shot through the right eye either by sniper or machine gun bullet - not shrapnel, as he was killed instantly. It was in a quickly dug trench. We were captured shortly afterwards, so I know nothing as to his burial.' 1909 Lance Corporal W.H. BILLOW (sic), 13 January 1919: 'He was not killed going over the trenches but after he got over in the Germans' second line on the morning of the 20th. I was standing shoulder to shoulder with him up to the moment he was killed. He was hot by a sniper from behind, the bullet passing through his head. He had been working all night with me, trying to build up the trenches. It happened at Fleurbaix ... I took his paybook and his identification disc and was forced to give them up to the Germans with my own paybook.' 1841 S. TONKINS, 54th Bn, 28 August 1917: 'Pte Wildman was killed by shrapnel, I saw him lying dead on the ground in the German trenches, on July 20th at Armentieres.'

Red Cross File No 1420704 Statements from witnesses: 2818 J. ELLIOTT, 56th Bn, 6 November 1916: 'He came from Bathurst, N.S. Wales, and was buried in a cemetery between Sailly and Estairs, Bac-St.-Maur Road. I saw his grave there.' (this seems incongruous given his remains were recovered from the Pheasant Wood site) 3330 Pte P.G. HUGHES (patient, 23rd General Hospital, Etaples), 6 November 1916: 'James was killed by shell: I did not see it happen but I saw him lying afterwards. I think he was buried at the top of Pinney's Avenue in the cemetery.' 2780 Lance Corporal B.H. PHILLIPS, 56th Bn, '[2705 C.W.] Johnston was a L.M. Gunner and James was in A. Company. We made an attack on the 19th and were driven back to our own lines, and these two and three others were killed by the same shell in our trench. James' head was practically blown off. I - a stretcher bearer - was on the next bay and was called in. James and Johnston were both taken out and buried in a Cemetery behind the lines. I think the cemetery at the mouth of "V.C. Avenue" near Fleurbaix. I knew Johnston very well indeed, but James not so well.' 1704 Pte G.W. MURRAY, 56th Bn (patient, 9th General Hospital, Rouen), 16 November 1916: 'I saw this man killed by a piece of shell hitting him on the head on the 20th July near Fromelles. I heard afterwards that he was buried.' Originally listed as 'No Known Grave' and commemorated at V.C. Corner Australian Cemetery, Fromelles; subsequently (2010) identified, and interred in the Fromelles (Pheasant Wood) Military Cemetery, France.

Recommendation date: 16 August 1918 Distinguished Service Order (altered to Bar to Military Cross) Recommendation date: 5 September 1918 Medals Military Cross 'For conspicuous gallantry and devotion to duty. During the advance this officer skilfully organized and led an attack on an enemy strong post, capturing one officer and twenty eight other ranks. His work throughout was up to a high standard of efficiency.' Source: 'Commonwealth Gazette' No. 61 Date: 23 May 1919 Bar to Military Cross 'For conspicuous gallantry and organizing capacity near Proyart on 10th August 1918. He had a storming party under heavy machine gun fire, took the position, capturing twenty five prisoners and two machine guns, and recovered two of our anti-tank guns. He held the position for three hours with only four men, and for nine hours longer when seven more men helped him. On other occasions he was always in the thick of the fighting capturing more machine guns and silencing a "whizz-bang" gun.' Source: 'Commonwealth Gazette' No. 67 Date: 3 June 1919

For conspicuous gallantry and devotion to duty. Under very head shell and machine gun fire early in the day he controlled and directed the fire of his platoon with skill and ability, and when during the afternoon ground had been lost he augmented his force by details of other units and regained the original position.' Source: 'Commonwealth Gazette' No. 185 Date: 27 November 1918

For conspicuous gallantry and devotion to duty. Under very head shell and machine gun fire early in the day he controlled and directed the fire of his platoon with skill and ability, and when during the afternoon ground had been lost he augmented his force by details of other units and regained the original position.' Source: 'Commonwealth Gazette' No. 185 Date: 27 November 1918

In Loving Memory Of Fredrick Charles Beloved Husband Of Hilda May Lee & Loving Father of Edna Died 13th March 1944 Aged 49 Years And Emily May Infant Daughter Of Above Died 17th Aug 1923

Air Ministry, 22nd July, 1941. ROYAL AIR FORCE The KING has been graciously pleased to confer the Victoria Cross on the undermentioned officer in recognition of most conspicuous bravery:— Acting Wing Commander Hughie Idwal Edwards, D.F.C. (39005), No 105. Squadron. Wing Commander Edwards, although handicapped by a physical disability resulting from a flying accident, has repeatedly displayed gallantry of the highest order in pressing home bombing attacks from very low heights against strongly defended objectives. On 4th July, 1941, he led an important attack on the Port of Bremen, one of the most heavily defended towns in Germany. This attack had to be made in daylight and there were no clouds to afford concealment. During the approach to the German coast several enemy ships were sighted and Wing Commander Edwards knew that his aircraft would be reported and that the defences would be in a state of readiness. Undaunted by this misfortune he brought his formation 50 miles overland to the target, flying at a height of little more than 50 feet, passing under high-tension cables, carrying away telegraph wires and finally passing through a formidable balloon barrage. On reaching Bremen he was met with a hail of fire, all his aircraft being hit and four of them being destroyed. Nevertheless he made a most successful attack, and then with the greatest skill and coolness withdrew the surviving aircraft without further loss. Throughout the execution of this operation which he had planned personally with full knowledge of the risks entailed, Wing Commander Edwards displayed the highest possible standard of gallantry and determination.

From the Operational logbook on 16/6/1942 - "On this day the squadron completed a total of 69 operational sorties, totalling 40.50 hours, thus establishing a record for this command. Great credit is due not only to the pilots, who carried out the strenuous duties cheerfully and courageously, but to the ground crew who worked unceasingly thoroughout the day, maintaining the necessary high standard of serviceability..."

From the Operational logbook on 16/6/1942 - "On this day the squadron completed a total of 69 operational sorties, totalling 40.50 hours, thus establishing a record for this command. Great credit is due not only to the pilots, who carried out the strenuous duties cheerfully and courageously, but to the ground crew who worked unceasingly thoroughout the day, maintaining the necessary high standard of serviceability..."

The S.M.S. Emden was a Dresden class light cruiser, was built at the Imperial dockyard at Danzig and launched in July 1909. The vessel was part of the German East Asia squadron, based in Tsingtao, and in 1913 came under the command of Karl von Müller (1873-1923). In a daring but short career of destruction in the opening weeks of the War, the Emden wrought havoc in the Indian Ocean. Between 10 September and her destruction by H.M.A.S. Sydney on 9 November 1914, she had captured or sunk no fewer than 23 ships, including a Russian cruiser and a French destroyer in the battle of Penang on 28 October 1914. The combined value of the captures was estimated at £4 million. Arriving off the Cocos Keeling islands the Emden sent 53 men, under the first officer, Kapitänleutnant Hellmuth von Mücke (1881-1957), ashore to destroy the wireless apparatus at Port Refuge. A wireless message sent before those on the station were overpowered by the Germans was picked up by the Sydney, 52 nautical miles away. The Germans believed they had sufficient time to decommission the wireless station and for the landing party to rejoin the Emden, but with the rapid arrival of the Sydney von Mücke’s men had to be left to their own devices while von Müller attempted to retaliate to the superior firepower of the Sydney. Within the space of an hour the conflict had concluded and von Müller beached the Emden on North Keeling island, raising white flags of surrender. In the battle the Emden lost 133 officers and men killed, out of a crew of 376, while Sydney had four crewmen killed and 13 wounded. Von Müller and his surviving crew were captured and taken to Malta, from where in October 1916 he was taken to England and interned with other German officers at Sutton Bonington, Nottingham. In 1917 he led an escape of 21 prisoners through an underground tunnel, but was recaptured and, as part of a humanitarian prisoner exchange, sent to another camp at Noordwijk-am-Zee, Holland. Von Mücke and his landing party seized a derelict schooner, the Ayesha, made her seaworthy, renamed her Emden II, and escaped the attentions of the Sydney by sailing her to Padang, Sumatra. There, a German freighter transported them to Hodeida, Yemen. After many adventures in the Arabian peninsula, including an overland journey along the Red Sea and battling hundreds of armed Bedouin tribesmen, von Mücke and 48 other survivors arrived in Constantinople in May 1915, from where they returned to Germany as heroes.

Members of the Australian Imperial Force who served on Gallipoli will be entitled to wear over the Unit “Colour Patch” on both sleeves of the Service Dress Jacket and Greatcoat the letter “A” an indication that the wearer had taken part in the operations on the Gallipoli Peninsula.  - Military Order 354 of 1917 Members of the Australian Imperial Force who served on Gallipoli or the Islands of Lemnos, Imbros and Tenedos, or who have served on transports or hospital ships at or off Gallipoli or the Islands above-named, or in AIF lines of communication Units in Egypt will be entitled to wear over their Unit “Colour Patches” on both sleeves of their Service Dress Jacket and Greatcoat the letter “A” as an indication that the wearer had taken part in the Gallipoli operations. - Military Order 20 of 1918 Robert Kearney

This descriptor encompasses all elements of the Australian Army in WW2, less the Second AIF, which was raised explicitly for overseas service. The Militia (CMF) was tasked with Homeland Defence and service in specified Australian Territories, into which eligible males were drafted. Many transferred from there to the RAAF and the 2nd AIF. The Volunteer Defence Corps (VDC) was a volunteer force patterned on the UK Home Guard mainly comprising veterans of WW1. Garrison Battalions were also raised, as were Labour Companies which performed construction tasks.

In the operations against enemy positions at MONT DE MERRIS near STRAZEELE on night 2nd/3rd June, 1918, Private PERKINS was one of a party of three men under Sergeant PULLEN who attacked and captured three German machine guns in action. The first gun was rushed with the bayonet and the crew either killed or captured: the other two guns were attacked with hand grenades and the crews driven off. Throughout the action he showed great courage and dash, and set a fine example to the men of his platoon who witnessed the act.' Source: 'Commonwealth Gazette' No. 23 Date: 12 February 1919

'During the attack South of WARFUSEE ABANCOURT near AMIENS, on the morning of the 8th August 1918, this N.C.O.'s section was held up by machine gun fire. He and two other men rushed the post, killed the gunners, and captured the gun, thereby enabling the advance to the objective to continue. He showed great bravery.' Source: 'Commonwealth Gazette' No. 61 Date: 23 May 1919

This story was first related to me in 1998 when I met Conrad Dumoulin in Ieper. He had a photo of a crashed Lancaster, on a property owned by his grandfather, near Langemark just north of Ieper. His own father Antoon, a young man at the time, was an eye-witness to the aftermath of the crash and the recovery of the wreckage and the bodies of the crew. His account is recorded on the 463 Squadron page. The accident report describes the events; the following text has been augmented with additional information: Lancaster LL882 callsign JO-J took off from RAF Waddington at 2200 hours on the night of 10/11th May 1944 to bomb the marshalling yards at Lille, France. Bomb load 1 x 4000lb and 16 x 500lb bombs. Nothing was heard from the aircraft after take off and it did not return to base. Fourteen aircraft from the Squadron took part in the raid and three of these including LL882 / JO-J failed to return. Post war it was established that the aircraft was shot down by a night fighter, flown by Lt Hans J. Schmitz of Jagdscwhader 4N. JG1. It was attacked from below by Schmitz's Messerschmitt Bf 110G night fighter equipped with upward firing cannon, nicknamed 'schrage musik" by the Germans. This allowed the fighter to get into the Lancaster's blind spot and open fire with devastating effect. The Lancaster exploded mid-air and fell in pieces into a waterlogged clay pit at the Dumoulin brickworks some 2kms west of Langemark (West-Vlaanderen) and about 8kms north of Ieper (Ypres). Schmitz was later killed in action in September 1944. The other losses on this night appear to have been similarly lethal with just one survivor from the total of 12 aircraft lost from No. 5 Group including the six RAAF aircraft. All the crew of JO-J are buried in the Wevelgem Communal Cemetery which is located about 22kms east of Ieper a town centre on the Meenseweg NB connecting Ieper to Menin, Wevelgem and Kortrijk, Belgium. Exactly why they were buried so far away is unknown. The crew of JO-J were: RAAF 402817 Sqn Ldr M Powell, DFC Captain (Pilot); RAF FO Jaques, R (Navigator); RAF Flt Sgt B Fraser, (Bomb Aimer); RAAF 406700 Flt Lt Read, W N (Wireless Operator Air Gunner); RAF Sgt H L Molyneux, (Flight Engineer); RAAF 407199 FO Croft, R McK (Air Gunner); RAAF 407821 FO Croston, D P (Air Gunner). Steve Larkins March 2019 A link to the Aircrew Remembered page for this incident is posted against the names of each of the crew.

Lille is a major rail hub in northern France close to the Belgian border and a major junction between Paris, to the south, Calais to the west and Brussels (Belgium) to the north. It was a key target in the run up to D Day in June 1944 when a major bombing offensive called the Transportation Plan, was directed at transport infrastructure, to impede the provision of reinforcements to the intended battlefront - the location of which was, of course, top secret at this point in time. On the night of 10/11 May 1944 a large fleet of bombers were despatched to bomb a series of rail yards in northern France, at Lille, Lens (further south), Courtrai, Ghent (further north in Belgium) and Dieppe on the Atlantic coast. Over 500 aircraft were involved; the majority were Lancasters but also Halifaxes and some fast and nimble Mosquitos performing a Pathfinder and Target marking role. Both 463 and 467 Squadrons RAAF were scheduled to take part in the Lille raid on the evening of 10/11 May. It was to be the worst night of the war for the two Waddington squadrons. Of 31 aircraft despatched between them, six failed to return. The total losses of the raid were 12 so the two RAAF squadrons represented 50% of the total losses. A total of 42 men were missing the next morning. This represented a loss rate of 20%. The impact of the empty seats at breakfast would have been devastating. This was followed the next night by the loss of 467 Squadron's CO, decorated Pacific veteran GPCAPT John 'Sam' Balmer OBE DFC and his crew, leading another Transportation Plan raid. There was only one survivor from the six Australian aircraft. Squadron Leader Phil Smith, DFC, flying B for Baker in 467 Squadron was thrown clear of his exploding aircraft, and managed to parachute to safety minus a flying boot and then spent four months evading the Germans. B for Baker exploded as it was dropping its bombs; it may have suffered a similar fate to JO-J in 463 Squadron - been destroyed by a German night fighter attacking from below (but unlikely given they were directly over the target where the risk from flak and falling bombs tended to discourage night fighter attack), been hit by flak or most likely, it may have collided with another aircraft The story of JO-J's loss from 463 Squadron, provides an insight as to the fate that befell a number of aircraft that night and the cause of losses that was only identified the following month when a German nightfighter fitted with upward firing cannon, was captured after it landed at an occupied airfield by mistake. JOJ was shot down on its way home, by Lt Hans Schmitz flying a Messerschmitt Bf110G night fighter variant with upward firing cannon, nick-named 'Schrage Musik' by the Germans. The aircraft positioned itself in a blind spot under the Lancaster, before unleashing a hail of 20mm cannon fire into the underside of the bigger plane. The effect was often catastrophic as was the case with JOJ, which broke up in mid-air and rained wreckage in and around the Dumoulin quarry near Langemark in northern Belgium. There were no survivors. LL881 - 22/03/44 to 10/05/44, Callsign JO-E: 11 Missions. The first on 22/23-Mar-1944 to Frankfurt. The 9th mission on 10/11-May-1944 to Lille when LL881 was listed as missing. 418915 FSGT John Henry BROWN RAAF WOP 31 HELLEMMES 427445 FSGT George Martin DANN RAAF RGNR 30 FOREST/MARQUE 430019 FSGT Colin Henry EASTGATE RAAF MUG 29 FOREST/MARQUE 410493 FLGOFF George Oswald JONES RAAF NAV 23 FOREST/MARQUE 10119 POFFR William John LEWIS RAAF FENG 32 FOREST/MARQUE 416443 WOFF Alan Richard MacKENZIE RAAF BAim 26 FOREST/MARQUE 420413 FLGOFF Dudley Francis WARD RAAF PILOT 24 FOREST/MARQUE 8 missions were flown by this crew. LL-882 - 463 Sqn. 24/03/44 to 10/05/44, Callsign JO-J 'The Langemark Lancaster - see related story. There were 15 missions recorded in the Operational Record with the first in March 25/26 1944 to Aulnoye. 407199 FLOFF Robert McKerlie CROFT RAAF MUG 27 WEVELGUM 407821 FLOFF David Payne CROSTON RAAF RGNR 32 WEVELGUM 1443752 FSGT Bertram FRASER RAF BAim 22 WEVELGUM 134697 FLOFF Ronald JACQUES RAF NAV ? WEVELGUM 1802369 SGT Harry Law MOLYNEUX RAF FENG 21 WEVELGUM 422817 SQNLDR Mervyn POWELL RAAF PILOT 29 WEVELGUM 406700 FLTLT William Neil READ RAAF WOP 22 WEVELGUM HK535 - 463 Sqn. 20/12/43 to 10/05/44, Callsign JO-N 11 Missions. First mission to Frankfurt 20/21-Dec-1943. This was their 11th Mission 24519 FSGT Richard William ASH RAAF MUG 20 HELLEMMES 1609134 SGT Raymond Herbert BOULTON RAF FENG 19 HELLEMMES 422414 FSGT Ivan CHAPPLE RAAF NAV 24 HELLEMMES 423878 POFF Walter Thomas PETERS RAAF BAim 24 HELLEMMES 1459044 SGT Leonard Edgard PRINGLE RAF WOP ? HELLEMMES 425226 FLTLT Eric Mc Laren SCOTT RAAF PILOT 22 FOREST/MARQUE 424888 WO William Allen SLADE RAF RGNR 23 MISSING No. 467 Squadron RAAF LM475 Callsign PO-B for 'Baker'. A very experienced crew. First mission Dec 1943 See blog link in Sidebar. This was their 20th Mission and the last for Phil Smith to complete his second Tour. 1352851 SGT Eric Reginald HILL RAF MUG 22 LEZENNES 425413 FSGT Alistair Dale JOHNSTON RAAF WOP 24 LEZENNES 658844 FSGT Jeremiah PARKER RAF BAim 30 LEZENNES 423311 FSGT Gilbert Firth PATE RAAF RGNR 27 LEZENNES 412686 WOFF Royston William PURCELL RAAF NAV 22 LEZENNES 400495 SQNLDR Donald Phillip Smeed SMITH RAAF PILOT EVADE the only survivor from 12 aircraft 1850279 SGT Kenneth Harold TABOR RAF FENG LEZENNES LL788 Callsign PO-G 2221020 SGT Charles Arthur NASH RAF MUG 23 FOREST/MARQUE 424914 FSGT Herbert William Reid FERGUSON RAAF RGNR 28 HELLEMMES 417176 FSGT Brian Gordon GRASBY RAAF WOP 21 HELLEMMES 422506 FSGT William Stanley HANCOCK RAAF BAim 22 HELLEMMES 1431527 SGT Cyril DUTHOIT RAF FENG LEZENNES 420870 POFF William Eldred FELSTEAD RAAF PILOT 22 LEZENNES 1580333 SGT John MELLOR RAF NAV 30 LEZENNES EE143 Callsign PO-J 427870 FSGT Bernard Francis CODY RAAF MUG 23 ANNAPPES 2220133 SGT George BENNETT RAF RGNR 27 HELLEMMES 419298 FLOFF Harry Ronald CROUT RAAF BAim 29 HELLEMMES 414997 POFF Douglas HISLOP RAAF PILOT 23 HELLEMMES 1891298 SGT Bertram Stephen LONGHURST RAF FENG 37 HELLEMMES 25243 FLOFF John Francis TUCKER RAAF WOP 25 HELLEMMES 424239 FSGT Kevin Campbell WAIGHT RAAF NAV 20 HELLEMMES Three other Australians were lost in other aircraft on the raid; 414761 POFF Hugh DonaldD CAMPBELL RAAF PILOT 23 9 Sqn LM528 WS-D HELLEMMES 423359 FLOFF Albert Edward TYNE RAAF BAim 33 9 Sqn LM528 WS-D FOREST/MARQUE 425794 FSGT Walter James WHITE RAAF AG 23 9 Sqn LM520 WS-X FOREST/MARQUE This remains a work in progress We are tracking images of these men; if you can help, Register and join over 20,000 people who have contributed material to the site. Thanks to ADF Serials website for this detail, and to the researchers of 'Aircrew Remembered' to which links have been posted. Thanks also to Conrad Dumoulin, Belgium for providing assistance in the preparation of this article and that of the 'Langemark Lancaster' to which his father was a witness. Thanks to Adam Purcell, his excellent blog @somethingverybig.com and the story of 'B for Baker' of No. 467 Squadron CWGC websites and cemetery pages WW2 Nominal Roll AWM Roll of Honour

For conspicuous gallantry and devotion to duty during operations against enemy positions south of the SOMME east of HAMEL on 8th August, 1918. Corporal SEE, with his section, stormed a strong point in ACCROCHE WOOD and succeeded in killing four and capturing 16 of the enemy. He led his section close to the barrage and on reaching RAT WOOD cooperated in the capture of a battery of 4.2's which had been firing point blank, killing a gunner and capturing 7 others. With his section he captured altogether 27 prisoners. Throughout Corporal SEE displayed courage, energy, determination and leadership, and greatly inspired his men.' Source: 'Commonwealth Gazette' No. 61

'ANZAC' insignia Members of the Australian Imperial Force who served on Gallipoli will be entitled to wear over the Unit “Colour Patch” on both sleeves of the Service Dress Jacket and Greatcoat the letter “A” an indication that the wearer had taken part in the operations on the Gallipoli Peninsula. - Military Order 354 of 1917 Members of the Australian Imperial Force who served on Gallipoli or the Islands of Lemnos, Imbros and Tenedos, or who have served on transports or hospital ships at or off Gallipoli or the Islands above-named, or in AIF lines of communication Units in Egypt will be entitled to wear over their Unit “Colour Patches” on both sleeves of their Service Dress Jacket and Greatcoat the letter “A” as an indication that the wearer had taken part in the Gallipoli operations. - Military Order 20 of 1918

3 August 2019 THE Royal Australian Air Force (RAAF) has completed a search and recovery mission in Indonesia for the remains of 10 Australian airmen aboard Catalina A24-50, 76 years after the aircraft failed to return from a wartime mission. Reported missing on 2 September 1943 while on a sea mining operation to Sorong in occupied Dutch New Guinea, the wreckage of RAAF No 11 Squadron Catalina A24-50 was located near Fakfak, in West Papua in April 2018. Minister for Veterans and Defence Personnel Darren Chester said the Air Force Unrecovered War Casualties team positively identified the missing aircraft during a reconnaissance mission to the crash site last year. “We are committed to honouring the service and sacrifice of Australian military personnel from all theatres of war,” Mr Chester said. “The RAAF team has concluded further search activities in the field and have reported finding a number of items of interest which require further testing in order to confirm the origin of each item. “The only major recognisable pieces of wreckage were two sections of the wing, engines and propeller, and the empennage (rear part of fuselage) across the top of a ridge. “We are very grateful for the support and assistance provided by the Indonesian Air Force throughout this process, without which this work could not take place.” The Hon Darren Chester MP