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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'.

The Distinguished Service Cross was established by Act of Congress July 9, 1918 (amended by Act of July 25, 1963), 10 U.S.C. 3742. It is awarded to a person who, while serving in any capacity with the Army, distinguishes himself or herself by extraordinary heroism not justifying the award of a Medal of Honor while engaged in an action against an enemy of the United States; while engaged in military operations involving conflict with an opposing force, or while serving with friendly foreign forces engaged in an armed conflict against an opposing Armed Force in which the United States is not a belligerent party. The act or acts of heroism must have been so notable and have involved risk of life so extraordinary as to set the individual apart from his comrades.1 BRADY, Lieutenant Vincent John Joseph https://vwma.org.au/explore/people/157604 13th Australian Field Artillery Brigade, AIF CADDY, Sergeant Thomas Ernest https://vwma.org.au/explore/people/195256 43rd Australian Infantry Battalion, AIF  ERRINGTON, Sergeant Arthur https://vwma.org.au/explore/people/378599 32nd Australian Infantry Battalion, AIF  HILL, Lieutenant John Holroyd https://vwma.org.au/explore/people/169086 50th Australian Infantry Battalion, AIF  MORISSET, Captain Vaux Liddiard https://vwma.org.au/explore/people/201762 31st Australian Infantry Battalion, AIF  PADGETT, Lance-Corporal John Rush https://vwma.org.au/explore/people/368177 44th Australian Infantry Battalion, AIF PARKES, Private Thomas https://vwma.org.au/explore/people/322194 55th Australian Infantry Battalion, AIF RODAKIS, Sergeant Nicholas https://vwma.org.au/explore/people/164392 4th Australian Machine Gun Company, AIF TREWARN, Private Frederick https://vwma.org.au/explore/people/171715 5th Machine Gun Battalion, AIF  1    Title 32 - National Defense. Subtitle A - Department of Defense (Continued). Chapter V - Department Of The Army. Subchapter F - Personnel. Part 578 - Decorations, Medals, Ribbons, And Similar Devices. - General.  

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.

“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.

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.

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

'For conspicuous gallantry and devotion to duty during the attack in front of VILLERS BRETONNEUX on 8th August 1918. Gunners [29015 H C] COURTNEY and TIDDY ran a line forward in face of heavy shell and machine gun fire and repeatedly patrolled same under heavy shell and machine gun fire in order to maintain communication. During the whole day's operation they acted in a most cool and daring manner, and under exceedingly trying circumstances showed a strong determination to succeed.' Source: 'Commonwealth Gazette' No. 75 Date: 17 June 1919

On this day, a Beaufort bomber (A9-38) from No 100 Squadron was attacked by three Zero fighters off the southern coast of New Britain. Instead of coming off worst in an unequal fight, the more cumbersome Beaufort actually bested its more nimble opponents. During an engagement lasting under eight minutes, the Beaufort crew –– firing from nose, turret and beam hatch –– managed to score hits on one Zero, which dropped away sharply, while a second suffered multiple hits in one wing and its fuselage before spinning out of control. The third Japanese pilot wisely chose to withdraw. The tally of Zeros claimed by the crew was one probable and one damaged; years later Japanese records confirmed both Zeros were lost in the action. The encounter became famous across the RAAF’s Beaufort force. All four crewmen were mentioned in dispatches, and in 1943 the pilot, Sgt Clarence Reginald 'Reg' Green (later Flying Officer), also received the Conspicuous Gallantry Medal. RAAF History Unit

She faced no battle flame, she heard no German gun, The ship without a name, the luckless AE-1. Yet were her sailor’s lives no less for Empire lost, And mothers, sweethearts, wives must pay the bitter cost. Australia’s warships sweep the broad Pacific main, But one from out the deep will never rise again. Yet we shall not forget, through all the years that run, The fate that she has met – Goodbye to AE-1. Pent in their iron cell, they sank beneath the wave, Untouched by shot or shell, they drifted to the grave. Until their painful breath at last began to fail; Upon their way to death let pity draw the veil. They could not strike one blow, but out of sound and sight Of comrade or of foe they passed to endless night; Deep down on Ocean’s floor, far from the wind and sun, They rest for evermore – Goodbye to AE-1. A harder fate was theirs than men’s who fight and die, But still Australia cares, and will not pass them by; When Honour’s lists are read, their names will surely be Among the gallant dead who fought to keep us free. Their winding-sheet is steel, their sepulchre is wide; Theirs is a Monument of History, begun When down to death they went – Goodbye to AE-1. Del McCay

'Night 27th/28th August, 1916 at MOUQUET FARM. For leading bombing squads which successfully entered enemy strong point 54, and pushed forward into strongly held communication trenches, holding same, and inflicting heavy casualties on a large body of the enemy troops, and thus covering our consolidating party. These two N.C.O.s [RULE and 619 John James MYERS] threw bombs untiringly, and it is due to their personal heroism that the enemy were held back for some time, thus giving us time to prepare for their counter attack. They stood to their posts under heavy shell fire with undaunted courage.' Source: 'Commonwealth Gazette' No. 62 Date: 19 April 1917

Military Cross 'For fine courage and dash near Ascension Wood, on 18th September 1918. He displayed good leadership in manoeuvring his platoon across absolutely open ground under heavy fire, and was the first man into the enemy line, when he with a small party established a block until the remainder of the company got in. Assuming command, he attacked along the trench capturing fifteen machine guns and killing a large number of the enemy, and winning some 800 yards of enemy line.' Source: 'Commonwealth Gazette' No. 30 Date: 25 March 1920

"like men who had been in Hell.........drawn and haggard and so dazed they appeared to be walking in a dream, and their eyes looked glassy and starey" (Ed...the proverbial 'thousand yard stare') 'Raid on Celtic Wood', Robert Kearney ISBN 978 1921 207 103 2017 Digital Print Australia pp28

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.'

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.

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..."

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. .

"The last Squadron involved was No. 463, which included pilot William (Bill) Jack Purdy. The Squadron flew Arvo Lancasters, each equiped with ‘14 1,000 pound bombs,’ and on D-Day, attacked the five German naval guns at Point du Hoc. Bill recalls D-Day as ‘a sight to be seen,’ with ‘5,000 small boats and 300 warships’ blanketing the English Channel. It was almost as if he could have ‘put his wheels down and taxied home,’ such was the proximity of the ships clustered together. On D-Day, all of 463 Squadron’s bombs on D-Day were dropped in an area ‘less than the size of a city block,’ completely obliterating the German defences and artillery. Without the success of this critical mission, the American Ranger Assault Group may not have been able to capture Point du Hoc later that day. Bill’s final memory of the mission is returning back to base and eating bacon and eggs, only to be interrupted and sent back into the fighting. Bill flew in a further 36 sorties during the invasion of Normandy. He survived the war, and was awarded the DFC. In 2014, at the age of 90, he flew lead Tiger Moth in the Anzac Day fly over of Sydney Harbour, proving that even 70 years after D-Day, he is still very at home in the air."

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.

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.

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