Virtual
War Memorial
Australia

30 April 1943 The spring of 1943 saw desperate British efforts to cover the 'Northern Transit Zone' between the Shetland and Faeroe islands, where U-boats leaving Germany entered the Atlantic. Part of this effort included patrols by twin-engined Hampden torpedo bombers of 455 RAAF Squadron. The Australian crews had to improvise, without any specialised training or equipment for this role. They flew many lonely missions in their slow and obsolete aircraft, which also lacked search radar. Despite this, Hampden X/455, flying from Sumburgh in the Orkneys, at the far northern tip of the UK, spotted U-227 north of the Shetlands. The Hampden's pilot, Sergeant J. S. Freeth, executed two accurate depth-charge attacks to sink the boat. None of the U-boat men survived. They had been outward bound on their maiden voyage.

30 April 1943 The spring of 1943 saw desperate British efforts to cover the 'Northern Transit Zone' between the Shetland and Faeroe islands, where U-boats leaving Germany entered the Atlantic. Part of this effort included patrols by twin-engined Hampden torpedo bombers of 455 RAAF Squadron. The Australian crews had to improvise, without any specialised training or equipment for this role. They flew many lonely missions in their slow and obsolete aircraft, which also lacked search radar. Despite this, Hampden X/455, flying from Sumburgh in the Orkneys, at the far northern tip of the UK, spotted U-227 north of the Shetlands. The Hampden's pilot, Sergeant J. S. Freeth, executed two accurate depth-charge attacks to sink the boat. None of the U-boat men survived. They had been outward bound on their maiden voyage. Sgt Freeth was killed in a flying accident three weeks later. Story courtesy http://www.3squadron.org.au/subpages/raaf.htm

Pilot Officer Warren Cowan, 31 years old from Angaston SA, was killed in action on 22 July 1942, along with his crew; Navigator, Pilot Officer David Taylor (/explore/people/649251), 33, from Hobart Tasmania and gunners Sergeant Russell Polack (/explore/people/643628), 24 of Summer Hill NSW, and Sergeant Lauri Sheard (/explore/people/515235), 20, of Nuriootpa, SA. They were the crew of a Lockheed Hudson Mk IIIA, tail number A16-201 on a solo armed reconnaissance mission. They died in a forlorn and lonely air combat against six Mitsubishi Zeros over New Guinea's northern beaches near Buna, the site of Japanese amphibious landings that were a prelude to the Kokoda campaign. What distinguishes this action from many like it in the early stages of Australia's war in the SW Pacific, is that an accurate account of what happened came from the other side. They gave a distinguished account of themselves, so much so that 55 years after the incident, one of the Japanese pilots, none other than top Japanese 'Ace' of the war, Saburo Sakai, who was one of the pilots involved in the destruction of this aircraft, lobbied the Australian Government to present Cowan with a posthumous award for his actions that day. Warren Cowan and his crew were on an armed reconnaissance mission launched from Port Moresby's Seven Mile Drome at 1130hrs, in response to the Japanese landings in the Buna Gona area. The aircraft they were flying had been assembled in Australia just three months before and delivered to No. 32 Squadron on 25 April 1942. They were looking for the destroyer escorts and the departing convoy heading back to Rabaul. Two hours after leaving Port Moresby, they reported they were 20 miles out to sea having flown over the north coast near Gona. Unreported by them but recorded by Japanese records it is fair to assume they did not locate the convoy and dropped their bomb load on Japanese positions at Buna on the return journey. Unfortunately they flew into the Japanese air defence net cast over the landing area. A total of 18 Mitsubishi A6M2 Zeros belonging to a detachment of the Tainan Naval Air Group were rostered in three 'Chutai' (squadrons) of six aircraft, organised in two flights of three aircraft each, to patrol the landing area from their base at Lae further up the coast. The pilots were all combat experienced and had most recently been engaged in raids on Port Moresby. Saburo Sakai was the flight leader of the second flight, of the third Chutai, each aircraft marked with blue stripes around the rear fuselage. The other Chutai were marked yellow and red respectively. Sasai Jun'ichi was No 1 Flight Commander, Ota Toshio and Endo Masuaki were his wingmen. Flying with Sakai were Yonekawa Masayoshi and Mogi Yoshio. Like Cowan, the Zeros failed to locate the convoy, but they did spot Cowan's Hudson, and his crew spotted them as was evident from his actions, which was basically to undertake a smooth descent to build up as much speed as it could towards Milne Bay. The Zeros jettisoned their drop tanks and gave chase, sacrificing the increased range afforded by the lost fuel in exchange for speed to catch their quarry. Now it was just a matter of time, if Cowan adhered to the expected tactic of throttles to the firewall and attempting to gain maximum speed - which would not be enough to outpace the Zeros. He didn't. In a move that startled his pursuers, perhaps realising that his expected course of action was forlorn, Cowan stood the Hudson on its wingtip in a very steep turn presumably assisted by the application of 'asymmetric power', and turned to face his attackers as perhaps his only remotely viable option. He fired his nose guns as he sped through the Japanese formation which broke up as he did so. The Japanese pilots were not carrying radios due to technical difficulties with their sets and the Zero airframe and engine. They were however, disciplined and experienced pilots and they regained their formation and tried to position themselves to attack despite defensive fire from the Hudson's dorsal turret. According to Sakai, it was ten minutes or so, an age in aerial dogfighting, before the Zeros could land hits on the Hudson thanks to Cowan's desperate maneuvering to evade them. Eventually the Zeros successively took out the Hudson's dorsal turret then set fire to the port engine, moments before it rolled into the jungle below and exploded, near the village of Popogo. Cowan's actions impressed the Japanese pilots, but most ultimately became casualties themselves. Sasai Jun'ichi, the No 1 Flight Commander was lost just a month later in air combat with US Wildcat fighters over Guadalcanal. Sakai lost the sight in one eye but returned to flying late in the war as Japan's circumstances became dire. In 1997, 55 years after the event, the only surviving participant in this action, Saburo Sakai, wrote to the Australian Minister for Veterans Affairs, Hon Danna Vale, requesting that Cowan's bravery be recognised. The Minister thanked him for his submission but advised that, regrettably, the request could not be legally honoured because the 'End of War' list had closed in 1945 thus closing off the avenue for a posthumous award. This set of circumstances however makes for a unique anecdote in the history of the struggle in which Australia found itself in those dark days of 1942. As a footnote, the wreck of the Hudson and the remains of the crew were discovered in 1943 by a USAAF search team who had been told of the wreck by villagers while they were recovering the remains of the crew of a C-47 Dakota crew that had crashed near Popondetta. The Hudson wreck was near the village of Popogo. It was realised it was not American and a later team including Australians recovered the remains of the crew in early 1945, which were subsequently interred in the Lae War cemetery although they are now in the Port Moresby Bomana War Cemetery (CWGC records). Compiled by Steve Larkins Dec 2016 from the source cited below: Source: 'Outgunned and Outclassed' an article by Michael John Claringbold as published in 'Flightpath ' magazine Vol 28 No.2 Nov 2016-Jan 2017 Yaffa Media Pty Ltd Sydney

No. 467 Squadron Lancaster B Mk III tail no LM372, serial PO-K flying on a raid to Berlin on 1/2 January 1944. Their aircraft was intercepted and shot down on approach to the target near Altmerdingsen Germany to the target by a German Night Fighter Ace, Hauptman Heinrich Prinz Zu Sayn-Wittgenstein at 2.20am. The aircraft according to witnesses lost a wing and spun into the ground with a full bomb load. The resulting explosion blew a crater 25 yards across and blew out windows in the nearby village. There were no survivors. The remains were interred locally and after the war a RAF investigation team disinterred the graves and set about the process of identifying the remains. They were reburied in the Hannover cemetery in 1947. The aircraft and its crew of eight were lost. The eighth crew member was FSGT Mudie who flew as 2nd Pilot for experience before taking a crew of his own. PATKIN LEO BRAHAM FLTLT 401146 (RAAF) Pilot https://rslvirtualwarmemorial.org.au/explore/people/642784 MUDIE JAMES FSGT 29886 (RAAF) 2nd Pilot https://rslvirtualwarmemorial.org.au/explore/people/640737 MAIDSTONE, RAYMOND JOSPEH ALFRED, 132722 FOFFR (RAFVR) Navigator LITCHFIELD, GEORGE ARNOLD SGT 1579416 (RAFVR) Bomb Aimer CHAMBERS, RALPH, SGT 1482755 (RAFVR) Flight Engineer (his remains were not accounted for in the post war investigation) SCOTT HENRY DOUGLAS FSGT 410611 (RAAF) W/OP https://rslvirtualwarmemorial.org.au/explore/people/646397 BLACKWELL WILLIAM DONALD FSGT 415497 (RAAF) Air Gunner https://rslvirtualwarmemorial.org.au/explore/people/620241 BOETTCHER ARTHUR HAROLD FSGT 414305 (RAAF) Air gunner https://rslvirtualwarmemorial.org.au/explore/people/620414 As a postscript, Wittgenstein was killed soon after this incident on 21 January, after he had shot down five Lancasters in the course of about 40 minutes, when in turn his Ju88 was brought down by either debris from his last victim or fire from a nearby Lancaster air gunner or a Mosquito. The wing of his Ju88 was set on fire and he ordered the crew to abandon the aircraft. His crew escaped but it seemed that Wittgenstein was incapacitated on exit and was found with his parachute unopened near the wreckage. At the time of his death he had been credited with 83 kills making him one of the deadliest night fighter aces of the Luftwaffe. See this link for further details: http://www.aircrewremembrancesociety.co.uk/styled-15/styled-21/styled-260/index.html .

TED RUSSELL` S ACCOUNT. BV411 Sumburgh September 14th 1944. "We took off at 18.25hrs en route to Wick. I was in the second pilots seat, it was rough With lots of vibration, not unusual as we had brakes on and plenty of revs to commence our run with the restrictions at Sumburgh. We started to climb and I Noticed the oil pressure dropping on the Port engine together with a temperature Rise. Jack said" he was going to feather the Engine "and I said "I am out of here on to Radio, do you want emergency "Jack said "yes", so I went on the set and sent out the Distress signals and fixed down the key, The crew were told to get into crash Positions and we instructed our passengers to do the same. I then changed the signal to S.O.S. Jack was keeping me informed of height etc, then told me get rid of fuel he was going to try and make it back. Fire started on the remaining engine and started to come down the fuselage on the Starboard side. We did not have the height to use the long runway, so came in sea to sea with a strong cross tail wind, we could not sit down until about two thirds had gone, we tried to raise the undercarriage but it would not fold because of the hydraulic lock, after much stabbing of brakes one wheel went up,we carried on like that loosing bits and went over the grass then stalled more or less onto very large rocks that took off the outer wings, front turret, wind screen. Instrument Panel a wheel and bomb bay overload tank. When we stopped the port engine was off and all after the mid up turret broke off and turned up 90o. I got the airman on the floor near me up, moved to the Navs compartment and there was Bart on the floor ( in his crash position ) with all his gear and table on top of him. I lifted that off him and stood him up under the Astro dome gave him a shove and followed so fast I hit my head on his boots. I should mention that the flames were blowing over the hatch and the sea was on fire. The tide was further in than when the photo' was taken but I still wonder how we missed the bolts that should have been holding the engine on we could not swim or stand up due to the rocks and seaweed, but we crawled very fast. I put my hand on the airman's shoulder on the beach, his great coat was like tar and just crumbled away, he was more concerned about loosing the fresh crofters eggs he was taking home to his Mother!!. It was his first flight, I believe he went to Wick on an old Jarrow (Handley Page Harrow) they used for the newspaper run and it crash landed, Wonder if he ever flew again. I still can't believe how lucky we were to get out without to many injuries or burns".

From CWGC Cemetery page. Bancourt was occupied by Commonwealth forces in March 1917. It was lost a year later during the German offensive in the spring of 1918, but recaptured by the New Zealand Division (in particular, the 2nd Auckland Battalion) on 30 August 1918. The cemetery was begun by the New Zealand Division in September 1918; the original cemetery is now Plot I, Rows A and B. The remainder of the cemetery was made after the Armistice when graves were brought in from the battlefields east and south of Bancourt and from certain Allied and German cemeteries, including:- BAPAUME RESERVOIR GERMAN CEMETERY, on the Bapaume Beaulencourt road, containing the graves of twelve soldiers from the United Kingdom buried by a German Field Ambulance in March and April, 1918, and of seven others and three from New Zealand who fell at the end of August, 1918. BAPAUME ROAD CEMETERY, BEAULENCOURT, a500 metres South of the Beaulencourt-Gueudecourt road, containing the graves of 20 soldiers from the United Kingdom who fell in October, 1916. BEAULENCOURT ROAD CEMETERIES, three in number, on the North-East side of Gueudecourt, containing the graves of 88 soldiers from the United Kingdom who fell in the autumn of 1916 or in April, 1917. CLOUDY TRENCH CEMETERY, GUEUDECOURT, containing the graves of 40 soldiers from the United Kingdom who fell in October or November, 1916. The five cemeteries last named were made by the 5th Australian Division in April, 1917. FREMICOURT COMMUNAL CEMETERY EXTENSION. This Extension was begun by the Germans, who buried in it 1,346 of their own soldiers and 136 officers and men from the United Kingdom who fell in March, 1918. It was taken over in September, 1918, by British and Dominion units, who used it for clearing the battlefields and for fresh burials, and added 94 graves. All the graves have now been removed to other cemeteries. SUNKEN ROAD CEMETERY, LESBOEUFS, between Gueudecourt and Le Transloy, made by the 5th Australian Division in April, 1917. It contained the graves of 49 soldiers from the United Kingdom and one from Australia who fell in October, 1916. The great majority of these graves dated from the winter of 1916-1917 (Flers Guedecourt), the retreat of March 1918 (the German 'Operation Michael spring Offensive) , or the advance of August-September 1918 ('The Last Hundred Days'). Bancourt British Cemetery now contains 2,480 burials and commemorations of the First World War. 1,462 of the burials are unidentified but there are special memorials to 43 casualties known or believed to be buried among them, and to one soldier buried in Bapaume Reservoir German Cemetery, whose grave could not be found on concentration. The cemetery was designed by Sir Edwin Lutyens.

Flight from Reykjavik, 9 November 1944 At midday on November 9, 1944, a Lockheed Hudson light bomber of the RAF 251 Squadron lifted off from the Royal Air Force station at Reykjavik, Iceland, on a routine meteorological recon patrol. The young crew – three RAF men and two Australians – reported clear icing conditions on the outward leg, and again on the homeward leg of the flight. With over eight hours in the air behind them, headed home, the aircraft sent out an SOS call. A few minutes later, the aircraft key was held down and the station was able to get a bearing: Hudson FK 752 was over the North Sea, just 75 miles from Reykjavik. But there was no further communication. The aircraft failed to return. The wreckage of Hudson FK 752, and the remains of the five young airmen aboard, were never found.

Out of the 596 aircraft on the raid 29 were shot down. These figure were fairly typical of RAF raids on German targets at the time – immense destruction was now almost assured at a cost that was, if not acceptable, then at least sustainable. Flight Engineer Sergeant C.H. ‘Chick’ Chandler was on one of the Lancasters that was not shot down that night. His experience was about as bad as it could get without becoming a casualty. In his memory the traumatic events remained to be replayed in slow motion: It was 0110 HOURS on the morning of 23 April 1944. We were a XV Squadron Lancaster III crew from Mildenhall on our 17th op and we were hit simultaneously by heavy flak and cannon fire from an Me 109 at the precise moment that our bombs were released on Dusseldorf. Being the flight engineer, I was standing on the right-hand side of the cockpit, as was usual during our bombing run, with my head in the blister to watch for any fighter attack that might occur from the starboard side. The bombs were actually dropping from the aircraft when there was a tremendous explosion. For a brief period of time everything seemed to happen in ultra-slow motion. The explosion knocked me on my back; I was aware of falling on to the floor of the aircraft, but it seemed an age before I actually made contact. I distinctly remember ‘bouncing’. Probably lots of flying clothing and Mae Wests broke my fall, but under normal circumstances one would not have been aware of ‘bouncing’. As I fell I ‘saw’, in my mind’s eye, very clearly indeed, a telegram boy cycling to my mother’s back door. He was whistling very cheerfully and handed her the telegram that informed her of my death. She was very calm and thanked the boy for delivering the message. As I laid there I saw a stream of sparks pass a few feet above the cockpit, from back to front and going up at a slight angle. This caused me some confusion. If the sparks were from a burning engine they were going the wrong way. It was some little time before I realised that the ‘sparks’ were in fact tracer shells from a fighter that I did not know was attacking us. The illusion that the tracer shells were going upwards was no doubt caused by the fact that our Lancaster was going into an uncontrolled, screaming dive, but because of the slow-motion effect that I was experiencing, I did not appreciate this fact. This whole episode had taken 2 or 3 seconds at most, then the slow-motion effect began to wear off, and I became aware of the screams of the bomb-aimer. [after the aircraft went through violent evasive dives they threw off the fighter … the order to prepare to ‘bale out’ was withdrawn after they discovered that most of the parachutes had been destroyed] My task now was to check the aircraft for damage and casualties. My checks started at the front of the aircraft, in the bomb-aimer’s compartment. I am afraid to say that my sheltered life had not prepared me for the terrible sight that met my eyes. It was obvious that this area had caught the full blast of the flak, and Alan Gerrard had suffered the most appalling injuries. At least he would have died almost instantaneously. Suffice to say that I was sick. At this stage I risked using my torch to shine along the bomb bay to make sure that all our bombs were gone. My report simply was that the bomb-aimer had been killed and that all bombs had left the aircraft. Next stop was the cockpit. The pilot had really worked wonders in controlling the aircraft and successfully feathering the engine that had been on fire. Then on to the navigator’s department; on peering round the blackout screen I saw that Ken Pincott was busy working over his charts, but that Flight Lieutenant John Fabian DFC, the H2S operator (the Squadron navigation leader), appeared to be in shock. However, once I established that there appeared to be no serious damage, I moved on. The wireless operator’s position was empty because his task during the bombing run was to go to the rear of the aircraft and ensure that the photo flash left at the same time as the bombs. Next, down to the mid-upper turret, where Ron Wilson had re-occupied his position, albeit only temporarily. (Unknown to me, he had suffered a wound to his ear that, although not too serious, would keep him off flying for a few weeks.) On reaching the next checkpoint I was again totally unprepared for the dreadful sight that confronted me. Our wireless operator, Flight Sergeant L. Barnes, had sustained, in my opinion, fatal chest injuries and had mercifully lost consciousness. It was found later that he had further very serious injuries to his lower body and legs. He died of his wounds before we reached England. From the rear turret I got a ‘thumbs up’ sign from ‘Whacker’ Mair, so I rightly concluded that he was OK. As well as having to report the death of our bomb-aimer, and the fatal injuries to the wireless operator, I had to report the complete failure of the hydraulic system. The pilot was already aware of the fact that we had lost our port inner engine through fire, and that our starboard outer was giving only partial power. The bomb doors were stuck in the open position, and the gun turrets had been rendered inoperative because of the hydraulic failure. Post script: They had just enough fuel to make it back to England, gradually losing height all the way, only to discover that their undercarriage was stuck as they came in to land. The remaining crew survived the emergency landing. All the survivors remained on flying duties, only the slightly wounded mid upper gunner had a brief respite. See Bowman (Ed.) RAF Bomber Stories: Dramatic First-hand Accounts of British and Commonwealth Airmen in World War 2

Private Richard Murray sacrificed himself to protect his mates after the theft of rice from a Japanese cache was discovered by Camp guards at Ranau in May 1945. "Then, to Botterill's horror, Richie Murray stepped forward. In a clear firm voice, he told Suzuki that he had stolen the food and that he, and he alone, was responsible. He was taken at bayonet point to a tree outside the Japanese hut and tied up while the rest of the prisoners were told to get on with their work, which for Botterill, was cutting wood down at the Formosan quarters. He couldn't see what was going on but he figured that Suzuki would keep Murray tied to the tree overnight. After dark he would cut Murray loose and escape, possibly with Allie and Grist as previously planned. They would have to flee immediately of course, but with the rest of the stolen food still safely hidden in the jungle, at least they would have a fair chance of making a good break before the alarm was raised. About an hour later, Botterill looked up to see Murray disappearing down the track under escort. He couldn't identify the guards, but some English prisoners, working in the main kitchen on the other side of the Formosan hut, had a clear view. They watched, horrified, as Suzuki, accompanied by a guard escort which included Kawakami (The Gold Tootheed Shin Kicking bastard), Mori Shoichi and Yoshiya Kinjo, took Murray, who had been savagely beaten, down the track at bayonet point. Twenty minutes later the guards returned without him. Botterill's worst fears became a hideous reality when Kawakami swaggered down to the Formosan hut and made a great show of wiping his bayonet on the grass, boasting to his fellow guards that he had 'blooded his blade' on the prisoner." Keith Botterill was one of only six Australian survivors of the two Sandakan Death Marches. Suzuki and Kawakami were hanged at Rabaul on 18 Oct 1946 for another similar atrocity. They were never tried for Murray's death but were convicted largely on the testimony of Keith Botterill and Bill Moxham, another of the six survivors. Sandakan - Conspiracy of Silence 1998 Lynette Ramsay Silver Sally Milner Publishing ISBN I 86351 223 3 . pp 210-211

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

During the advance against the BLUE LINE on the morning of 10th August 1918, Sergeant HOLMES led a patrol against an enemy machine gun position which was effectively holding up his company's advance. By his splendid coolness and skill he succeeded in capturing three prisoners and two machine guns besides inflicting many other casualties upon the enemy. His determination and prompt action enabled his company to continue their advance with comparatively few casualties. Sergeant HOLMES was badly wounded in this operation but refused to leave until his platoon had gained their objective Recommended 18 Aug 1918 Gazetted 15 September 1919

'During operations of 25th and 26th September at POLYGON WOOD this man displayed great coolness and devotion to duty in that he was on duty at a signal station at Battalion headquarters at BLACK WATCH CORNER which was continually heavily shelled. The station was in a tench which was blown in several times and on many occasions partially burying the 3 men on the station. He with the aid of 2 others stuck to the telephones and kept communication open. finally the position was blown out and it was necessary to move to the Pill Box where the work was carried on till the battalion was relieved. On one occasion, when there were no runners available, and telephone lines were broken he, accompanied by Private McRae carried a despatch to the forward Battalion Station and when returning laid a telephone wire and was successful in establishing telephonic communication again. This was done under heavy shelling.' 'Commonwealth Gazette' No. 31 Date: 7 March 1918

Distinguished Conduct Medal 'For conspicuous gallantry and devotion to duty. After the battery officers had been wounded and many casualties sustained by heavy shell fire he took command, and by his splendid example, under very trying conditions, was able to complete the task of bringing the guns into position.' Source: 'Commonwealth Gazette' No. 189 Date: 8 November 1917

Military Cross ''At Herleville on 23rd August, 1918, this officer was in charge of the communications of the forward observation party. The forward observing officer was killed, and he at once took his place. Throughout the day, under very hostile fire, he moved about the newly captured positions, sending back important information as to our infantry positions and bearings of hostile batteries which were shelling our new position, and which were at once engaged. He displayed an utter disregard for personal safety, and much infromation of tactical importance was received from him.'' Source: 'Commonwealth Gazette' No. 61 Date: 23 May 1919

'From 5th to 12th June 1917 near MESSINES these N.C.O.s and men [6704 W. BERRY, 4315 F. McKENZIE, 4838 J.J. O'BRIEN, 8460 F.E. NELSON, 6317 P.S. CHARLWOOD, 2085 A.W. SIMMONS, 2206 W.W. ARBERY, 3250 K.C. BASSETT, 3800 J.F. GRABHAM] were employed with the Divisional Pack Transport Troop which was used nightly in taking up supplies, water and ammunition to the various Battalion Headquarters. The various convoys came nightly under heavy shell and machine gun fire and their work was carried out in the dark and under trying conditions. In some cases the supplies were taken up to within a few hundred yards from Front Line. These N.C.O.s and men have been selected in order of merit out of the [no. indecipherable] N.C.O.. and men employed as having set an example of coolness under fire and determination in carrying out their duties.'

“On the 12th October, 1917, near Ypres, Gunner MacPherson [sic] was on duty at the O.P. as Telephonist. He was on duty for a period of 24 hours and was continually subjected to very heavy hostile shell fire. Work was carried out under the most trying and dangerous circumstances. After lines had been repaired many times and communications eventually broke down, Gunner MacPherson [sic] acted as Runner between the O.P. and the Battery, carrying messages through intense shell fire. He showed complete disregard for his own personal safety, displaying great resource and initiative throughout the entire Operations.” signed by Brigadier General Grimwade, Commanding officer of the 3rd Australian Divisional Artillery.

ANZAC Cove.......... There’s a lonely stretch of hillocks: There’s a beach asleep and drear: There’s a battered broken fort beside the sea. There are sunken trampled graves: And a little rotting pier: And winding paths that wind unceasingly. There’s a torn and silent valley: There’s a tiny rivulet With some blood upon the stones beside its mouth. There are lines of buried bones: There’s an unpaid waiting debt : There’s a sound of gentle sobbing in the South. Poems of Leon Gellert

The Last To Leave The guns were silent, and the silent hills had bowed their grasses to a gentle breeze I gazed upon the vales and on the rills, And whispered, "What of these?' and "What of these? These long forgotten dead with sunken graves, Some crossless, with unwritten memories Their only mourners are the moaning waves, Their only minstrels are the singing trees And thus I mused and sorrowed wistfully I watched the place where they had scaled the height, The height whereon they bled so bitterly Throughout each day and through each blistered night I sat there long, and listened - all things listened too I heard the epics of a thousand trees, A thousand waves I heard; and then I knew The waves were very old, the trees were wise: The dead would be remembered evermore- The valiant dead that gazed upon the skies, And slept in great battalions by the shore. For more information use this link: https://vwma.org.au/explore/people/173933

There’s a lonely stretch of hillocks: There’s a beach asleep and drear: There’s a battered broken fort beside the sea. There are sunken trampled graves: And a little rotting pier: And winding paths that wind unceasingly. There’s a torn and silent valley: There’s a tiny rivulet With some blood upon the stones beside its mouth. There are lines of buried bones: There’s an unpaid waiting debt : There’s a sound of gentle sobbing in the South. Leon Gellert

Place that bayonet in my hand, And fill this pouch with lead; Show me the blood and leave me, and let me Stand By my dead. Cover those staring eyes and go And stab in the red, red rain. Show me that blood and leave me. They groan In the snow. With the pain. Cover his head with a scarlet cloak, And run to your scarlet strife, Show me that blood and leave me, where white Snows choke Out the life. Turn his face to the sanguine skies, The skies where the red stars move. Show me that blood and leave me; a dead man lies With his love.

"That just reminds me of a yarn," he said; And look for the body of Lofty Lane He had a thousand yarns inside his head. They waited for him, ready with their mirth And creeping smiles, - then suddenly turned pale, Grew still, and gazed upon the earth. They heard no tale. No further word was said. And with his untold fun, Half leaning on his gun, They left him - dead.

"That just reminds me of a yarn," he said; And look for the body of Lofty Lane He had a thousand yarns inside his head. They waited for him, ready with their mirth And creeping smiles, - then suddenly turned pale, Grew still, and gazed upon the earth. They heard no tale. No further word was said. And with his untold fun, Half leaning on his gun, They left him - dead.

Be still. The bleeding night is in suspense Of watchful agony and coloured thought, And every beating vein and trembling sense, Long-tired with time, is pitched and overwrought. And for the eye, The darkness holds strange forms. Soft movements in the leaves, and wicked glows That wait and peer. The whole black landscape swarms With shapes of white and grey that no one knows; And for the ear, a sound, a pause, a breath. The hand has touched the slimy face of death. The mind is raking at the ragged past. ……A sound of rifles rattles from the south, and startled orders move from mouth to mouth.

Thomas Davidson - who went by [and enjoyed] the nick-name "Jonk" - returned to Campbell Town in 1919. He then wed Alice Clark and together they produced 11 children who all grew strong and healthy. The first three children born were Sylvia, Laurence and Thomas [who went by his second name of Rex]. His nick name even featured in his will- issued in June 1975 - in which he bequeathed his estate to his children. I was given a copy of this will by my father - the above mentioned Laurence [Laurie] Davidson. My earliest memory of my grandfather goes back to 1951 when I was 3 years old. Over the next decade I spent several weeks of school holidays with my grand parents and attended several birthday / wedding type celebrations. Everybody called him "Jonk". His wife, their children, their spouses, the neighbours, members of the Campbell Town rifle club, the footy club and the patrons at the pub in High St. Campbell Town. The use of the nickname "Jonk" was so prevalent that I [and I assume many others] thought that it was his actual name! It seems to be a family tradition to bestow the name of Thomas on a son and then ban the use of it except for official documents. His second son never used the name Thomas - he always went by Rex. My older brother was named Thomas Anthony and has always been known as Tony. So entrenched was the use of the nick-name "Jonk" to identify my grandfather it was used in an obituary for one of his sons who died in April 2019 - some 30 years after Jonk died. In my 71 years I have never heard of any body else called 'Jonk'. At a recent funeral I was told that the nick-name originated with a chap who either had a speech impairment [or mental impairment issues]. Rather than correct the man [perhaps they tried] the nick-name Jonk was embraced by all and sundry - including Jonk! Terry Davidson May 2019

Thomas Davidson - who went by [and enjoyed] the nick-name "Jonk" - returned to Campbell Town in 1919. He then wed Alice Lockett and together they produced 11 children who all grew strong and healthy. The first four children born were Sylvia, Laurence Olive (Ollie) and Thomas [who went by his second name of Rex]. His nick name even featured in his will- issued in June 1975 - in which he bequeathed his estate to his children. I was given a copy of this will by my father - the above mentioned Laurence [Laurie] Davidson. My earliest memory of my grandfather goes back to 1951 when I was 3 years old. Over the next decade I spent several weeks of school holidays with my grand parents and attended several birthday / wedding type celebrations. Everybody called him "Jonk". His wife, their children, their spouses, the neighbours, members of the Campbell Town rifle club, the footy club and the patrons at the pub in High St. Campbell Town. The use of the nickname "Jonk" was so prevalent that I [and I assume many others] thought that it was his actual name! It seems to be a family tradition to bestow the name of Thomas on a son and then ban the use of it except for official documents. His second son never used the name Thomas - he always went by Rex. My older brother was named Thomas Anthony and has always been known as Tony. So entrenched was the use of the nick-name "Jonk" to identify my grandfather it was used in an obituary for one of his sons who died in April 2019 - some 30 years after Jonk died. In my 71 years I have never heard of any body else called 'Jonk'. At a recent funeral I was told that the nick-name originated with a chap who either had a speech impairment [or mental impairment issues]. Rather than correct the man [perhaps they tried] the nick-name Jonk was embraced by all and sundry - including Jonk! Terry Davidson May 2019

There is an 'urban legend' dating to the 1970s and 80s that the Crimea Cannons were occasionally fired, without authorisation, by Army Reserve soldiers based on the Torrens Training Depot, generally at night when few witnesses were about. The technique was (apparently ) to ram a hand grenade simulator down the bore followed by a rolled up telephone book or a doormat. The resulting explosion would blast smoking bits of shredded phone book across the Parade Ground like pyrotechnic confetti, the boom would echo along the river bank of the nearby River Torrens, seagulls would be startled into flight and random pedestrians would get the fright of their lives. According to the story the cannon fire was on occasion supplemented or replaced by blank fire from several percussion rifles in the upstairs Officers Mess, a fact which seems to narrow the focus on who might have been responsible for these goings on. This practice appeared to die out as the grenade simulators were retired from service (they were probably assessed as a WHS risk) and authorities became less tolerant of the boisterous antics of the local soldiery. .

I mind they told me on a noisy hill I sat and disbelieved, and shook my head: “Impossible! Impossible! but still these other men have died, and others bled”. Knees clasped, I sat and thought, unheeding war. The trees, the winds, the streets came back to me; The laughter of his eyes, his home afar, The memory of his hopes, his buoyancy, His dreams, his jests, his moods of wistfulness, The quaintness of his speech, his favourite song; And this, -and this the end so pitiless! The man we knew! The man we knew so long! - To die-be dead-not move, and this was he! I rose and oiled my rifle musingly.

William Leonard East What task is this that so unnerves me now? When pity should be dead, and has been dead. Unloose that sheet from round the pierced brow; What matter blood is seen, for blood is red, And red’s the colour of the clammy earth. Be not so solemn,-There’s no need to pray; But, rather smile, - yea, laugh! If pure, thy mirth Is right. He laughed himself but yesterday. That pay-book? Take it from him. Ours a debt No gold can ever pay. That cross of wood About his neck? That must remain, and yet He needs it no, because his heart was good. We’ll house him ‘neath those broken shrubs; dig deep. He’s tired. God knows, and needs a little sleep.

On the evening of 14th July 1944, with the D Day invasion in full swing, a massive air effort was being mounted to disrupt German transport links. Having taken off from Binbrock (Lincolnshire-UK) on July 14, 1944, around 9:38 pm, for a bombing mission on the Révigny-sur-Ornain (Meuse) railroad, Lancaster ME755 AR-Z was shot down by a night fighter on the 15th. July 1944 around 02:05, near Chevillon Haute Marne in eastern France.. Only two crew members managed to escape: F / Sgt Brian Francis RAFTERY, Wireless Operator, RAAF, Sgt David WADE, AIr Gunner, of the RAF. The rest died in the crash and are buried at Chevillon Communal Cemetery. ALLAN, ALEXANDER, Sergeant, 562335, RAFVR, Flight Engineer, DICKERSON, KEVIN LESLIE THOMAS, Flight Sergeant, 421578, RAAF, Age 20, Bomb Aimer JEFFRIES, FREDERICK, Flight Sergeant, 1323904, RAFVR, Age 33, Navigator KILSBY, HORACE SIDNEY, Sergeant, 1575038, RAFVR, Age 21, Air Gunner VAUGHAN, WILLIAM ALAN HENRY, Pilot Officer, 421774, RAAF, Age 25, Pilot

'On 4th October, 1917, during the operations on BROODSEINDE RIDGE east of YPRES. The attack commenced at 6am October 4, 1917 after rain commenced falling the day before. Coincidentally, the Germans planned an attack for exactly the same time. At 5.20am the German artillery opened up and then at 6am the Australian artillery started, both in preparation for impending attacks. After both troops emerged from their trenches to commence attacking to their surprise they found the enemy doing exactly the same. The Australians managed to recover from the shock quicker than their opponents as the Australian machine gunners opened up and cut the German lines to pieces. The Germans broke and the Australians managed to capture the ridge. The triumph at Broodseinde presented the Allied High Command with an opportunity, perhaps in the upcoming spring, of breaking the German hold. Source: 'Commonwealth Gazette' No. 31 Date: 7 March 1918

Ventura AE937 took off from RAF Methwold at 07:35 hours on 13 June 1943 to carry out a raid on the viaduct at St Brieuc, France. Twelve aircraft from the Squadron took part in the raid and AE937 failed to return. The Squadron aircraft were accompanied by five Squadrons of fighters. Low level was maintained by the formation to a point of climb when seven-tenths cloud caused the mission to be abandoned. A few minutes before five separate attacks were made from the rear on the second box resulting in AE937 being shot down. Another aircraft was badly shot up with both gunners being wounded. One other machine with a burst tyre crashed on landing but there were no injuries. All the other Squadron returned safely. Crew: RAAF 405357 WO N A P Kane-Maguire, Captain (Pilot) RAF Flt Sgt J Lawson, (Navigator) RAF Flt Sgt E W Goodheart, (Wireless Air Gunner) RAAF 412004 Flt Sgt A J Galley, (Air Gunner)

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

'During the enemy counter attack on our newly won positions near VILLE sur ANCRE on the evening of 4th July 1918, he fired on S.O.S. lines until his mortar was taken forward by the N.C.O. in charge of the detachment to a shell hole position on 'No Man's Land' without waiting for orders he followed his N.C.O. with ammunition, making in all four trips through an intense barrage, and assisted in firing the mortar, thus helping to put out of action a machine gun which was enfilading our position and causing us many casualties and much inconvenience. Throughout the action he showed great bravery and assisted his Officers in every possible way.' Source: 'Commonwealth Gazette' No. 23 Date: 12 February 1919

Late on the night of 26 April 1944, 25 Lancasters from No 460 Squadron headed for Essen in the middle of the Ruhr. Almost over the target, Vic, our bomb aimer took over and began the familiar, "Left, left, steady, right, steady, bomb doors open, steady, right, steady, bombs gone, steady for photo". When the 14,000 lbs of bombs fell away the aircraft leapt upwards as it was relieved of the weight. A moment later, with the bomb doors still open and the aircraft steady on course, the plane rocked as a shower of bombs hit us from a Lancaster just over our heads. Fortunately, the 4,000 lb bomb missed us or we would have been blown to Kingdom Come. We were hit by a shower of incendiaries which immediately knocked out one engine and badly damaged another so that it was useless and the propeller could not be feathered, greatly increasing the drag on one side of the plane. A third motor was hit but kept going on reduced power. Another incendiary damaged the starboard fuel tank but did not set it alight. Yet another smashed the hydraulic system which operated the bomb doors, undercarriage and flaps. By a miracle no one was hit. The Lancaster had started to dive away to port and the pilot and engineer struggled and brought the plane under control. With limited control and lack of speed giving us a much reduced airspeed, the skipper opted for a direct flight to base, even though we would be on our own across Germany. Losing altitude as we approached the Dutch coast we decided on the long sea crossing hoping to maintain enough height to make England. As we crossed the sea in the early hours of the morning the aircraft gradually lost height. With the bomb doors wide open, the bomb inspection covers had blown off and an icy gale whistled through the cabin. On two motors and the third propeller uselessly windmilling adding to the drag, we could go no faster than 140mph. At 0345 we crossed the darkened coast of Lincolnshire at 1500 feet and turned for the short leg to Binbrook. In sight of the base beacon the third motor stopped. Bob, at once, feathered the engine and we began to lose what little altitude we had. We were now down to 600 feet above the Wolds. Bob called up flying control and asked for an emergency landing. To our incredulity and disgust, we were refused and told to go away to an emergency airfield in East Anglia. Because we were arriving at the same time as the rest of 460 squadron aircraft flying control didn't want the runway blocked by a crashed aircraft. Bob Wade, with an understandably temper outburst at this callous unconcern by flying control for a Lancaster in such dire straits, told flying control with a few Australian adjectives included ignored the instructions and continued the approach telling Harry to operate the emergency lever to lower the undercarriage. Just imagine coming in on a wing and a prayer. One motor, one wheel, and one ambition to get down in one try. ( a wartime song 'Comin' In On a Wing and a Prayer') The only difference in this picture is that 460 squadron Lancs had Rolls Royce in line motors. Only the right wheel came down and when an attempt was made to retract it, it remained down. With one engine working, one propeller windmilling, the bomb doors open, no flaps and one wheel up and one wheel down, and too low to bail out our only option was to ride the Lancaster to the ground. Not wanting to block the runway, after telling control he was coming in whether they liked it or not, Bob lined up some 300 yards to the right. Even though it was very dark off to the side of the runway, he began the short final approach with no flaps to maintain lift at our low speed and holding the right wing low to counter balance the dead engines. The Lancaster "B2" touched down on one wheel and ran along the grass at about 100 mph while Bob fought in the dark to keep the left wing up as long as possible. Gradually the wing sank lower and as the speed dropped shut off the last throttle. Suddenly the left wing tip touched the ground and immediately the aircraft ground–looped violently, spinning across the grass and finally coming to rest in the middle of the runway, right in the path of another Lancaster which was on the point of touching down. As our aircraft came to rest there was a wild scramble to get clear in case the damaged fuel tank caught fire. First man out got stuck in the escape hatch but was quickly shoved out by those following. Scrambling down the fuselage we ran for our lives. In the glow of the searchlight, the fire truck and ambulance raced across the grass, but we did not hear them because of the shattering roar of the engines of the Lancaster which had just touched down. Faced with a wrecked Lancaster in the middle of the runway, the pilot gunned his motors to emergency power and slowly struggled over our heads to safety. As the roar of the climbing aircraft died away, even though I was about 40 yards away, I knew Bob was still alive as I could hear him cursing and swearing as he turned off the switches. Arthur Hoyle, 460squadronraaf.com

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

Flying Officer Joe Herman (RAAF), the captain of a 466 Sqn Halifax B.Mk.III, narrowly escaped death in a remarkable incident on 4 November 1944.  During a night mission over Germany, his aircraft (LV936, "HD-D"), was badly damaged by Flak. After ordering the crew to bail out, Herman was blown out of the plane, without a parachute. After falling a long way, possibly more than 3,000 metres, Herman fell onto the Halifax's mid-upper gunner, F/O John Vivash (RAAF), and grabbed one of his legs. Both men descended on one parachute, suffered minor injuries when landing and survived the war as prisoners of war. From a total crew of seven, only one other airman, Sgt H. W. Knott (RAF), survived. According to one source, at least three crew members were murdered after being captured by civilians on the ground. 

https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/ViewImage.aspx?B=8211537

https://vwma.org.au/collections/home-page-stories/the-symons-of-south-australia

https://vwma.org.au/collections/home-page-stories/letter-from-lone-pine

https://vwma.org.au/collections/home-page-stories/ex-pow-leader-bill-schmitt-dies-at-97

http://www.625squadron.org/associnfo/about.pdf

https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/ViewImage.aspx?B=8021493

https://s3-ap-southeast-2.amazonaws.com/awm-media/collection/RCDIG1067906/document/5484782.PDF

https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/ViewImage.aspx?B=4265644

https://vwma.org.au/collections/home-page-stories/the-first-conscription-referendum