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George Mitchell .. the culminating point ‘Backs to the Wall!’ Backs to hell, and old ‘Nick’ reaching out with his pitchfork. We could not hear our own rifles above the din, only knew by the recoil that we had fired. I could feel the sidelong glances from the men, and the unspoken thought, ‘How are you going to get us out of this mess?’ ‘Poor blighters, my job is to keep you here till you are done for, not get you out.’ On three sides, they closed in, only the way to company headquarters was open. Suddenly a runner dived in and I read the message, ‘Retire immediately.’ Down the bank once more and out on the lower plain, futile bullets pecked the ground as I trudged. What did it matter? Only a question of today, tomorrow, or the next day! To my delighted eyes, there stretched a well-sited, newly dug trench lined with capable looking Australians. Eager questions assailed me ‘Where is he, when is he coming?’ ‘Massing over the hill’ I replied, ‘here in about twenty minutes.’ ‘We’ve got him now, we’ve got him!’ Sorted out my platoon and led them to the extreme left where there was a gap. A roar of small-arm fire came from the right, a 13th brigade battalion, the 49th, swept forward into the gap. We watched as they swung along with irresistible momentum, the ranks thinned as they went, here and there groups shot and stabbed. Ahead of them ran field grey figures, the gap is closed by good Australian bayonets! No further attack came from Fritz. Down came their gunfire on us, the worst I ever experienced. Big shells punched the rocking earth with appalling fury, smoke rolled in clouds, had a bad attack of wind-up, and the taste of death was in my mouth. If I live through this, I thought as I lay in a heap, I will never be any good anymore. Ten shells a second, I calculated, landed on our hundred yards of front. Slowly the fire died away, the 2nd Division came up and relieved us, we assembled our weary few and marched back." George Mitchell, MC, DCM, "Backs to the Wall", 1937

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

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

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.

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

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.

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

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

'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

'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

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

OPEN LETTER TO NX 200630 Pte N B Morton 2/1st Australian Infantry Battalion K.I.A. 25.3.45 Dear Doc, We survivors were thrilled to read in The First Post (Oct 1995) that the ‘Neville Morton Drive” off Crescent Head Road has been named after you. Do you remember, the first bad news that day was that the muddy water we had been drinking revealed a dead Jap in it, as the level was lowered. The second bad news was that after you made contact, heavy fire came from the ridge and you wouldn’t answer our many calls to you. “Hec” Bowan came up the track to find you, but was shot next to me, in the arm and leg. Merv Sheen worked his bren well, but Cisco lying behind a tree had the top of his slouch hat shot off. On the order “withdraw”, we all got out without further wounds. Then the coy commander started to order 100 rounds gunfire from the 25 pounders and told us to retreat further. Sgt Frank Upham jumped to his feet and said to the C.C. – “No man moves past this tree until we find Doc Morton”. In true spirit of the AIF the CC apologized to Frank and ordered us “Go back and find Morton”. So four of us crawled back and we did find you Doc. We tied a rope around your leg and dragged you out of the line of fire. Your denture fell out and I put it in my pocket, hoping you would need it, but you were gone, so two of us put you on a stretcher and carried you to the rear, where we dug a grave and buried you and you became a map reference high in those jungle hills. We slept near you that night. Next day, after the artillery fired their 100 round or more we went back up the slope. You never had a chance Doc. The Japs were lined along the ridge, each covering the slope and the track. We even saw some Japs running down the other side. We think one had your hat. You weren’t the last killed in that needless campaign Doc. Willoughby­ Jackson and 4 others died from Mortars at Karawop, where Snowy Searle had a terrible death from a land mine. Don Carmichael, Eric Bowen and D’arcy McPhillps were also to die. Harry Hughes, Dick Mulholland, Cec Bevan and James each lost his right arm. The 6th Aust Div lost over 600 dead – 443 from battle wounds Even after the war problems continued with at least 4 suicides. The soldier who accidentally killed Bob Morris laid his head on the railway line at Chatswood. Doubt you’ll ever get this letter Doc, but we survivors remember: we’ve had fifty more years than you. Cheerio Doc, may meet you soon, your old comrade in arms arms, Bren No 5535 (2/1 Inf Bn) What colours we had – Black over Green! What a leader – P.A. Cullen! From 1RAR Website

'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

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

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

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

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

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.'

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

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

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

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..."

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.

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

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

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

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)

The long awaited news of the re-lease, as a P.O.W, of their younger son, Warrant Officer Rhys Roberts, R.A.A.F., has been received by Mr and Mrs K. R. Roberts., of Kadina. On Monday, a cabled message received stated that he had arrived in Liverpool, England, on 15th and was "fit, well and cheerful." This message must be most assuring to his parents after his varied experiences, for more than once his life has been in jeopardy. He was taken a prisoner of war in October, 1942, and previous to that, was shot down in Tobruk. When captured at El Alemein, he was the only survivor of his plane, and had received injuries when bailing out of the burning machine. After being a patient in a front line hospital, he was conveyed to Austria via Greece and Italy, and was a prisoner in three different camps in Germany. His final place of custody was Stalag No 3 in East Prussia, and during transit there, had three days in Berlin. During the time spent in this camp he lectured on sheep and wool, his education proving beneficial to him. He commenced his early studies at St. Peters College, Adelaide, and, on returning to the Kadina High School, won a scholarship for Roseworthy College where he studied for three years. When he will arrive home is not yet known. Kadina and Wallaroo Tines Fri 22 Sep 1940

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

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

Writing to his mother from the Ninth Training Battalion, Fovant, Wiltshire, early in February, Corporal Carl Klaus says : — I have had a pretty rough time of did not get a crack. I have been it the last 15 months in France, but turned over a lew times with concussion, but got over it alright. I've seen some rotten sights. Poor old Jack Morgan was Killed at Messines. I suppose you have heard all about that. Our Battalion was right in the thick of it. The first time I ever handled a dead man was at Messines -— I had to help a couple of other chaps to dig George Weatherstone and Jack Morgan out. The dugout was blown in on top of them. And again at Ypres poor old Harry Mallam was killed right alongside of me. I had to lift him out of the line and bury him in a shell hole, as it was too far to take him back to a cemetery. Just took his pay book and private belongings and gave them in to our platoon officer. I suppose you read about the battle of Passchendaele. We were the ring-leaders of that turnout. With the assistance of the Canadians we took the hill about a kilometre from Passchendaele, and the Canadians hopped in and took the town, so now we have nearly all the high ground in Belgium in our hands, and have Fritz in the hollow and chopping hell out of him. Have more artillery behind us now than ever they had before on the western front. In this stunt Bill Eliem was killed and Percy Fisher was wounded. I have met Paddy Lulham, Bert Daley, Stan Tyler from Wardell, and all the old lads of 1st-41st that went away to the Ninth Battalion. They were all doing well until the Ypres stunt, when Jim McDonald from Broadwater was killed, Paddy wounded, Tyler wounded, while Fitzpatrick lost his eye and is going home, and of course Don Livingstone is home long ago. Bert Daley, is still going strong, and looks splendid. I saw him a couple of days before I left France. I am likely to be in England for a six months spell from shell fire anyway, but I suppose there will be plenty work attached to it just the same. Still it will do me. They told me when I left France that they were giving me six months in this Training Battalion at Fovant. I have met Clarrie Fredericks, he is in the 8th of the 41st, and soon will be going over to France. He is training to be a signaller. I also had tho pleasure of meeting another old mate that I went to school with under Mr. Bath, that was Tom Grant from Woodburn. He is a corporal in the 25th Battalion, has been wounded twice, and now they have sent him over to the training battalion for a few months. He is in the 10th, but he is not far away from us. Writing to his brother Rupert, Corporal Klaus says : — I see where the girls are getting married. I don t know how I am going to get on when I go back, there will be none left for me, and I don't like the idea of picking one up here in England to take back like some of them are doing. Well, old Fritz could not get me with his old scrap iron, so instead of giving me fourteen days furlough in London they have sent me here to the 9th Training Battalion for six months. I have seen some rough work over there, not only in the fighting, but rotten weather conditions. Last winter was bitterly cold. All the rivers were frozen up; boats could not work at all, and in some places in Belgium I have seen a foot of snow, and had to carry on through it all backwards and forwards to the trenches, but of course we were only holding the line at that time at Armentieres. We were there about four months, and then we shifted down lower to a place called La Pisset, and from there to Messines. I suppose you have read about the battle of Messines. We were holding the line at Messines right up till the morning of the hop-over. Our brigade was not really in the hop-over, but to my idea we had worse, because we had to do all the carrying parties (after the 9th and 10th Brigades took their objectives) under heavy shell fire all the time — day and night. From there we went down to Ypres in October, and the 11th Brigade was in the battle of Passchendaele. I was right in the thick of it. That is where poor old Bill Eilem (brother of Tom of the Bee-Hive) was killed, and Harry Mallam from Bungawalbin. We had a good possy made, well sand-bagged, and were waiting for the Tommies to relieve us the night after the push, but old Fiitz must have taken a tumble that there was a relief on, and barraged hell out of us for about two hours — Harry Mallam, Ben Hall and another chap I don't know were killed outright by a shell which lobbed right on the parados of the trench. I don't know how I escaped, for I was not above two yards from them, but I was round a bend of the trench. I think what saved me was the ground being soft and the shell, did not scatter much. The three chaps that were killed were huddled up together taking shelter. When Jack Morgan and George Weatherstone were buried at Messines we had to dig them out, for the dugout was blown in on top of them. Jack did not have a mark on the outside of his body, but the concussion killed him. Weatherstone hailed from the Clarence, but we were mates from the time we left Brisbane. He was smashed to pieces.

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

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

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

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://heritagedetection.wordpress.com/2018/07/24/hidden-history-of-a-ww2-oven-at-moora/

Walrus Mk I Seaplane L2177 on Aproach to HMAS Sydney for Recovery by the Cruisers Crane in late 1941, Somewhere in Australian Waters, posib off South Australia. This Photo shows Ray Barrey in the Cockpit taxing the Aircraft, while the Naval Observer Jack Bacon RN assists the Aircrews TAG sitting on the top wing waiting for the Aircrafts Crane to lower the hook which He had to Catch and Hook up to the Wing so it Could then be Winched onboard. In view on the deck of HMAS Sydney is a Carley Float in its stowed poistion, while Looking on are a RAN Petty Officer and a RAAF Member of the Groundstaff. It is believed that this Photo was taken by LAC Keith Homard RAAF, who was a former Newcastle Press Photographer now Part of HMAS Sydney's RAAF Detachment as the Reconnaissance Photograph Sections Commander.

https://nominal-rolls.dva.gov.au/veteran?id=672339&c=WW2#R

https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/ViewImage.aspx?B=3034649