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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

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

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

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

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

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

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

RAAF History - 17 September David Lascelles Against all the colourful and emotive language in use today, this lovely piece of understatement is from a different era. I suggest it also speaks quiet volumes for the solid reliability of the dear old LANCASTER. Enjoy. D 17 September 1944, No 463 Squadron Lancaster JO-T departed RAF Waddington for a bombing sortie again Bologne, France. The following is extracted from the pilot’s post-operation report. "On our bombing run, immediately after "Bombs Gone" we were hit by heavy flak, causing a hole in our port wing approximately 11ft; X 6ft; and the ailerons severely damaged. Aircraft went out of control in a diving turn; during this time No.3 tank blew out, and exploded behind aircraft. I ordered crew to abandon aircraft and moderate control of aircraft was maintained at 4,000 ft; during which time Wireless Operator, Mid Upper and Rear Gunners endeavoured to get out of rear door. This was jammed and the handle broke off, so had to come to the front hatch which partly jammed adding further difficulties for crew trying to bale out. Eventually all members of crew apart from Pilot squeezed themselves out. During this time reasonable controlled descent was maintained with port engines fully opened; starboard engines half throttled; full aileron and rudder bias. It is estimated crew got out at 2,000 to 3,000 ft; and at 1,500 ft; I made an effort to bale out, unsuccessfully as the aircraft dived and was uncontrollable. I regained control of the aircraft at 800 ft; and having no alternative, had to make a forced landing in the quickest possible time. Landing eventually effected in a field that was obstructed with anti-invasion posts, with my starboard engine on fire; undercarriage and flaps serviceable and operated allowing me to make a successful landing. At the end of the landing run, to avoid further damage, swung aircraft to port, coming to rest in a wood. Made a quick get away as starboard outer wing and engine were on fire. Throughout these extremely difficult circumstances my crew behaved in an exemplary manner and showed calm and coolness throughout." Navigator (F/Sgt. Dent) states: "Our pilot's captaincy and leadership displayed throughout those intense moments gave us confidence and inspiration. We considered aircraft impossible to fly, and how he effected a landing was, in the opinion of all of us, a miracle, and we never expected after we left that the aircraft would be landed". Comment: So ‘ moderate control’ resulted from half of the left wing shot away, the right wing in shreds, a right side engine on fire, control surfaces severely damaged, fuel tanks blown away and the Lancaster falling out of the sky!!

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

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

Meritorious Service Medal - Sergeant John William ('Jack') INGHAM HQ 4th Infantry Brigade 'For conspicuously good work and devotion to duty during the period 22nd September 1917 - 24th February 1918. In the recent operations at POLYGON WOOD and ZONNEBEKE the Brigade and dumps were always kept replenished, due to the energy and foresight displayed by this N.C.O. Regardless of danger he has performed his duties to the utmost satisfaction and set a fine example to those working under him.' Source: 'Commonwealth Gazette' No. 110 Date: 25 July 1918

Whilst on Malta We (Oxbury and Shipard) served as aircrew with 89 squadron's small detachment of Beaufighter Mk I's. This aircraft was a perfect flying platform for its fearsome armament which included four 20mm cannon and eight wing-mounted .303 machine guns. The punch from this monster could make short work of any enemy unfortunate enough to come within range of its devastating firepower. The Beaufighter's cannon were described by one pilot as being 'like hell's own hammers crashing upon some huge aerial anvil'. Suffice to say their cannon deafened our own crews - as well as silencing the enemy. On several occasions watching through the choking cordite fumes which quickly filled the fuselage - young Oxby would be horrified (but also secretly pleased) to see yet another enemy aircraft disintegrate in front of them. One time an enemy Junkers 88 just ahead exploded in a fireball - engulfing their own aircraft too. Now ablaze themselves Shipard saved the day - and their lives with some quick thinking. He put the Beau into a steep dive which quickly extinguished the 'flaming bonfire'. Merv wasn't too worried (or so he said at the time) because - 'it was just cheap 'n nasty German petrol'. At about this time Doug received his first DFM by selflessly giving up his oxygen supply to his pilot at 22000ft - knowing there was very little available left to him personally. Typically, Douggie made light of the episode and modestly denied his heroism. The truth was he had shown considerable courage on many occasions in life-threatening circumstances. There were often times he freely admitted to having been scared witless. One night Ship's airspeed indicator became u/s - the result of ice building-up in the wing pitot tube. Sensing the aircraft was flying too slowly and nearing a stall Ship pushed the stick forward to lower the nose and gain airspeed - but still, the knots indicated on the IAS dial remained static. Shipard pushed the control column further forward. The Beau responded dutifully and promptly entered a 'bunt' (a loop) before obliging Ship further by entering an uncontrollable inverted flat spin. Meanwhile, Oxby was being thrown about helplessly in the fuselage like a rag doll in a washing machine. He was terrified and not for the first time. In the end, Ship lost around 20,000ft of altitude before finally managing to regain control. Oxby had already been ordered to bail out. But somehow Doug had unintentionally caught his ripcord on an obstruction - causing his parachute to deploy whilst still inside the aircraft. Having struggled for several minutes now he was completely exhausted - and quite unable to effect an escape. Effectively trapped he lay back in the parachute silk - and prepared to meet his maker. In all, Merv and Doug walked away from no less than seven crashes - any one of which could easily have killed them. Several crashes resulted in the destruction of their aircraft. But they always seemed able to walk away from the wreckage - and the authorities in charge didn't seem to mind - so long as their tally of German aircraft remained greater than their losses of rather expensive Beaufighters. Whilst serving in the defence of Malta the squadron was re-equipped with new radar equipment. Doug explained 'Back then we were so short of juice that every operator was considered to be operational after just one twenty-minute practice'. Other crews spent weeks struggling with their unfamiliar equipment before becoming proficient. So it was surprising to find this crew seemed able to produce positive results after such a short practice period. Douggie laughed 'We did four sorties from Luqa (a key RAF airfield on Mata) on the same night' he said. Asked what luck he had had Doug replied 'One destroyed and one probable - both Heinkels. The probable was one of those annoying blighters that wouldn't burn. We chased it down from twelve to one thousand feet, and used all our ammo on it too'. It did not seem to strike him as anything of an achievement to get two visuals and combats straight off the reel with completely strange equipment. There was only a vague regret they hadn't properly fixed the probable. Doug Oxbury went on to fly with four more pilots and became the most successful radar operator / navigator of the war with a total of 22 confirmed kills; 13 with Merv Shipard. He was awarded the DSO, DFC and DFM. He passed away in 2009.

Awarded the following Battle Honours: Beaufort - 1945 Borneo - 1945 Busu River - 1943 Defence of Alamein Line - 1942 Defence of Scarlet Beach - 1943 Defence of Tobruk - 1941 El Alamein - 1942 Finschhafen - 1943 Gusika - 1943 Labuan - 1945 Qattara Track - 1942 Sanyet el Miteirya - 1942 Siki Cove - 1943 Tell el Makh Khad - 1942

227 page autobiography by Air Commodore Lyall Robert Klaffer entitiled "Fighter Pilot". Manuscript details the authors personal history before enlistment. Accounts post-enlistment are divided into chapters based on posting: Enlistment in Citizens Air Force; Flying training at Point Cook; Flying training at RAAF base East Sale; No.3 Squadron; Central Flying School; No. 77 Squadron Japan; 24 City of Adelaide Squadron; Officer Training school Rathmines; No.2 Operational Conversion Unit; No.75 (F) Squadron Malta; ADC to the Governor-General of Australia; No.2 (F) OCU RAAF Williamstown; Central Flying School RAAF Base East Sale; RAAF College Point Cook; No.3 Fighter Combat Instructors Course; Air Armaments School; RAAF Base Williamstown; RAAF Staff College Point Cook; Air Force Headquarters; Central Flying School; No.16 Tactical Reconnaissance Squadron (US) South Carolina; Headquarter Operational Command; No.1 Squadron Amberley; Base Squadron Amberley; Air Base Butterworth, Malaysia; Air Force office, Canberra. Accounts of active service during the Korean War. Training, conversion and posting experiences through the rest of his career including his role as ADC to Governor-General Field Marshal Sir William Slim. Personal photographs included throughout.

The following from Iain Bramley's research Forename Surname Rank Unit / Formation Date Up Down Mission Pilot Aircraft Type & Number J A G Browne Sgt No 49 Squadron 24th May 1942 n.a. n.a. Posting into 49 Squadron as WT/Air Gunner n.a. n.a. J A G Browne Sgt No 49 Squadron 15th August 1942 12:54:00 AM 5:04:00 AM Dusseldorf Sgt Roy Gould Lancaster W.4113 J A G Browne Sgt No 49 Squadron 17th August 1942 10:26:00 PM 3:01:00 AM Osnabruck Sgt Roy Gould Lancaster W.4113 J A G Browne Sgt No 49 Squadron 8th September 1942 10:44:00 PM 3:37:00 AM Frankfurt Sgt Roy Gould Lancaster R.5896 J A G Browne Sgt No 49 Squadron 10th September 1942 8:40:00 PM 1:40:00 AM Dusseldorf Sgt Roy Gould Lancaster R.5916 J A G Browne Sgt No 49 Squadron 13th September 1942 11:22:00 PM 3:24:00 AM Bremen Sgt Roy Gould Lancaster R.5812 J A G Browne Sgt No 49 Squadron 14th September 1942 8:31:00 PM 12:48:00 AM Wilmeshaven Sgt Roy Gould Lancaster L.7493 J A G Browne Sgt No 49 Squadron 17th September 1942 8:38:00 PM 1:15:00 AM Krupps Works, Essen Sgt Roy Gould Lancaster R.5912 J A G Browne Sgt No 49 Squadron 18th September 1942 7:52:00 PM 4:25:00 AM Mining off Swinehunde Sgt Roy Gould Lancaster R.5912 J A G Browne Sgt No 49 Squadron 20th September 1942 7:38:00 PM 4:10:00 AM Munich Sgt Roy Gould Lancaster R.5912 J A G Browne Sgt No 49 Squadron 17th October 1942 12:09:00 PM 10:08:00 PM Schneider Steel Works, Le Creusot (Daylight) Sgt Roy Gould Lancaster W.4773 J A G Browne Sgt No 49 Squadron 21st October 1942 5:33:00 PM 1:20:00 AM Munich Sgt Elliott Cole Lancaster W.4245 J A G Browne Sgt No 49 Squadron 24th October 1942 12:20:00 PM 9:22:00 PM Milan (daylight) Sgt Roy Gould Lancaster R.5912 J A G Browne Sgt No 49 Squadron 21st December 1942 5:33:00 PM 1:20:00 AM Munich Sgt Elliott Cole Lancaster W.4245 J A G Browne Sgt No 49 Squadron 16th January 1943 4:52:00 PM 11:41:00 PM Berlin Sgt Elliott Cole Lancaster ED.428 J A G Browne Sgt No 49 Squadron 17th January 1943 4:58:00 PM 1:22:00 AM Berlin Sgt Elliott Cole Lancaster ED.428 J A G Browne Sgt No 49 Squadron 31st January 1943 2:26:00 AM 7:15:00 AM Hamburg (crashed at Reepham Crossing on return) Sgt Elliott Cole Lancaster ED.428

Lancaster Mk I tail number NA 533 Squadron Code AF-P collided with another aircraft, Lancaster Mk 1 Tail number HK555 Squadron Code KO-E from No. 115 Squadron. The Navigator of Beck's aircraft POFF Bartlett was the only survivor of the 14 crew.

SINK THE ‘TERGESTEA’ from an article published HERE - https://www.key.aero/article/38-squadrons-wellington-torpedo-bombers The afternoon of October 26 was fine, with good visibility and little cloud. Three crews of Wellington torpedo-bombers, the leader Flt Lt Wiggins in HX633, Plt Off R H Bertran in HF595, and Sgt Viles in HF912, were briefed on a desperate attempt to stop the Tergestea reaching the safety of Tobruk harbour. Flt Lt Wiggins, 25, was from Middleton, South Australia, where he had worked as an auctioneer. He had enlisted in the RAAF in November 1940, and after going through the Empire Air Training Scheme, was posted to 38 Squadron in North Africa. The unit’s Wellington bombers were armed with two torpedoes each, while some were radar equipped to locate and attack targets at night from very low level. It was a role described by Wiggins as ‘not for the faint-hearted’. That description was particularly apt for the mission on that fateful afternoon in October 1942. To evade interception by German fighters and keep below enemy radar, the plan was for the three aircraft to first fly due north out to sea for about 60 miles, trying to keep as low as 100ft. Then they were to turn west and fly approximately parallel to the coast until they reached position some 60 miles northeast of Tobruk. At that point the formation was to turn onto a southwest heading and fly directly towards Tobruk to take the enemy air defences by surprise. By making their attacking runs out of a darkening sky, it was hoped to catch the Tergestea before it could dock. At 1540hrs Flt Lt Wiggins led the trio of aircraft into the air and brought them down towards the waves as they sped north out into the Mediterranean. If their raid was successful, it would paralyse Rommel’s Panzerarmee Afrika. THE LAST CHANCE Helped by excellent work from his navigator, Wiggins spotted the Tergestea only a few miles from Tobruk. In the first dusk attack ever attempted by 38 Squadron, the three aircraft headed straight for the vessel a tanker/freighter carrying cargo that included 1,000 tons of petrol, and 1,000 tons of ammunition. Wiggins’ bombers came in with fading light behind them, whereas their target stood out against the sun setting in the west. There were many destroyers escorting the tanker, but they were taken completely by surprise. It was not until the aircraft were beginning their run less than two miles from their target that frantic signaling took place from the escorting warships to the tanker. Ignoring the flak, Wiggins held his strike force dead on course. It was the last chance for the RAF to sink the tanker before it reached Tobruk harbour and its anti-aircraft defences – a second bombing run without the element of surprise, and in the dark, would almost certainly be unsuccessful. All three Wellingtons dropped two torpedoes each at a distance of around 500- 600 yards from the target. Of the six torpedoes launched, three ran well, striking the Tergestea and causing an enormous explosion. After dropping his salvo Wiggins chose to take his climbing aircraft straight over the top of the Tergestea attracting the greatest concentration of anti-aircraft fire from the escort destroyers. Despite his bomber suffering multiple hits, Wiggins was able to maintain his escape flight beyond the range of the defending guns. Plt Off Bertran banked his Wellington away to starboard and received lighter anti-aircraft fire. The RAF crews observed a huge column of black smoke, surging up from the Tergestea to an estimated 3,000ft. After releasing its torpedoes, Sgt Viles’ aircraft was seen to stagger, probably from receiving fire from the destroyers, and was last observed breaking away to port. Both Wiggins and Bertran completed their return flights safely to base by 2200hrs. A search sortie that night reported that there was no sign of Viles’ Wellington nor of the Tergestea, which must have sunk. Nothing remained of the convoy except for the tanker Proserpina, now settling low in the water and still burning after the earlier attack. ROMMEL LEFT POWERLESS The same evening, unaware of the attack on the Tergestea, Rommel wrote to his wife Lucia that the loss of the Proserpina made the supply situation critical. The next day, after hearing of the confirmed loss of Tergestea and its fuel supplies, Rommel wrote to Lucia again – in near defeatist mood he doubted he would survive. Starved of fuel, running out of other supplies, and powerless to withstand the Eighth Army’s renewed attack in Operation Supercharge, Rommel ordered a general retreat on November 4

"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."

Lockheed Hudson Mk IIIA, tail number A16-201 of No. 32 Squadron RAAF was on a solo armed reconnaissance mission over the beach head at Buna, scene of Japanese amphibious landings on 22 July 1942 as a precursor to the Kokoda campaign. The crew were: Pilot / Aircraft Captain: Pilot Officer Warren Cowan, 31 years old from Angaston SA, was killed in action on 22 July 1942, along with his crew; Second Pilot / Navigator: Sergeant Russell Polack (/explore/people/643628), 24 of Summer Hill NSW Wireless Op / Air Gunner: Pilot Officer David Taylor (/explore/people/649251), 33, from Hobart Tasmania and Air Gunner: Sergeant Lauri Sheard (/explore/people/515235), 20, of Nuriootpa, SA. 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. The crew of the Hudson 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 they 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: Updated and corrected 30 Nov 25 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

Pilot Officer Warren Cowan, 31 years old from Angaston SA, was killed in action on 22 July 1942, along with his crew, Second Pilot / Navigator, Sergeant Russell Polack, 24 of Summer Hill NSW, Wireless Operator, Pilot Officer David Taylor, 33, from Hobart Tasmania and Air Gunner Lauri Sheard, 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 that had landed Japanese troops and were heading back to Rabaul. Two hours after leaving Port Moresby, the Hudson 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 futile, 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 Popoga. 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). In 2023, the crew of Hudson A16-201were posthumously awarded the Medal of Gallantry, by order of the Governor General, Lieutenant General David Hurley. 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 Updated 2025

In 1965 Smith, then a major, was serving with 6RAR which had been raised for service in South Vietnam. The following year, he assumed command of Delta Company. The Company was warned to be ready for Vietnam by May 1966. Smith, whose experience of jungle warfare in Malaya was to prove of great value, put his men through the most rigorous training involving weapon handling, patrolling, tracking, navigation, map reading, bayonet fighting and mine drills. By the end of the course, they were jogging five miles a day over rough ground in boots and carrying heavy packs. In early June, they boarded a Boeing 707 at Brisbane and headed for Vung Tau, South Vietnam, via Manila and Saigon. 6RAR, an infantry battalion, commanded by Lt Col Colin Townsend, was part of 1st Australian Task Force (1ATF). A week later, they were called forward to the ATF base at Nui Dat, Phuoc Tuy Province. In the early hours of August 17, the base came under heavy shelling and mortaring. The artillery responded with a counter bombardment on suspected Viet Cong (VC) positions. Bravo Company 6RAR was deployed at first light. They located the enemy’s firing points but, finding no evidence of preparations for a major attack, most of the company returned to base, leaving only one platoon near the Long Tan rubber plantation. During the previous days, higher command had received several indications that the VC might be preparing for a big attack on the base at Nui Dat but these were not passed on to 6RAR’s company commanders. Delta Company moved out on August 18. Their orders were simply to relieve B Company’s platoon and take over the search for the enemy units responsible for the shelling. Moving through low scrub, swamps and paddy fields, at about 1300 hours they arrived in the area with a force of 105 men and a small party of New Zealand Artillery Forward Observers. Smith’s men found mortar pits, stained clothing and abandoned equipment, evidence that the counter-battery fire had caused casualties and a rapid withdrawal. Then, 11 Platoon ran into the forward troops of a large force, later estimated at 2,500 Viet Cong and North Vietnamese Army troops. The platoon was pinned down by intense machine gun fire, their platoon commander, 2nd Lieutenant Gordon Sharp, was killed, and they were soon taking heavy losses. At 1600, the rain fell in torrents, turning the ground to red mud. It was impossible to dig in, trenches filled with water and an electrical storm added to the bedlam of noise, causing problems with communications. Smith formed a defensive perimeter on a reverse slope and made repeated attempts to relieve 11 Platoon while driving off numerous attacks from both flanks on his own position. The sheer weight of assaults from VC 275th Regiment supported by the local D445 Battalion meant Delta Company was in danger of being encircled and overrun. The weakened 11 Platoon, now under the command of Sergeant Buick and supported by the Direct Support Battery of the Royal New Zealand Artillery, had a desperate struggle to beat off one attack after another. Smith called down a regimental fire mission of all 24 guns. The combined fire from Delta Company and the supporting batteries were devastating. He said afterwards that the VC advanced into withering fire in wave after wave like zombies, urged on by the sinister blaring of bugles signalling orders to assemble and then attack. “Tracer filled the gathering darkness,” he said later. “It was like a million fireflies coming at us. We took cover behind the rubber trees while bullets ripped through the branches and white latex ran down the bark.” He called for an airstrike with rockets, bombs and napalm across the front of 11 Platoon but US Air Force Phantom fighter jets could not identify Delta Company because of heavy rain, cloud and smoke from gunfire. Sergeant Buick directed close artillery fire to give 11 Platoon’s survivors, many of whom were wounded, a chance to break out. Company Sergeant Major Jack Kirby, a big man, moved about in the open handing out ammunition and friendly advice, “If you don’t know him, son,” he would say, “shoot him.” He carried two wounded men to an aid post under fire and then went forward and killed the crew of a heavy enemy machine gun that was being set up on the edge of the perimeter. At 1800, two RAAF Iroquois helicopters arrived in atrocious weather and, with the help of coloured smoke grenades, “dropped ammunition,” Smith said, “right into our lap.” The arrival of Armoured Personnel Carriers equipped with machine guns turned the tide of the battle. Their additional mobility and firepower broke the Viet Cong’s will to fight. By 1915 hours it was dark and the enemy finally disengaged and withdrew, leaving behind more than 200 dead. Seventeen Australian soldiers were killed and 23 wounded; later one more died of his wounds. Delta Company returned to Nui Dat late on August 21.

Headquarters 4th Australian Infantry Brigade. Captain Clive Boyer HOPKINS was one of the original subalterns of this Battalion. He landed at Gallipoli on 25th April 1915 in command of No.16. Platoon of "D" Company, and fought with conspicuous dash throughout the series of operations at the head of MONASH GULLY in April, May and June of that year. During the advance on the left on the night 6/7th August 1915, his Company (which he then commanded) led the Brigade advance and was first into position as left flank guard of the northern assaulting column. Frequently, during this advance, he went forward ahead of the screen to make a personal reconnaissance of the ground to be covered. He was wounded on the loth August 1915, while going the rounds of his trench overlooking KIAIJICK AGHALA. He was promoted to Captain 19th July 1915, Captain 20th February 1916 and was transferred to 45th Battalion on the formation of that unit in March 1916. Cool in action, brave to a fault, one cannot speak too highly of the work and soldierly qualities of Captain HOPKINS. Popular alike with Officers and men, he combined the gift of leadership with the cool hard calculation of the trained mind. I would suggest that the file be submitted to Lieut-Col. S.C.E. HERRING. D.S.0. Commanding 45th Battalion. (signed) D. MARKS. Major. Commanding 13th Battalion. A.I.F.

2394 Driver H.G. MARSHALL, 27th Bn (patient, 3rd Southern General Hospital, The Base, Oxford, England), 27 April 1917: 'I was going up with rations about Nov. 5th at Flers when I was told by the C. Coy. Trench Mortar quarter Master (whose name I forget) that George Adam (27., C) had been killed by a shell in the lines that morning. He was buried behind the line. I have not actually seen his grave ...' Second statement, 4775 Pte S.V. WADEY, 27th Bn (patient, 1st Australian Auxiliary Hospital, Harefield, England), 4 May 1917: 'In front of Bapaume he was shot in the Head. I was next to him at the time[;] it was in a German trench held for a day and evacuated in the morning [of] 6th Nov.' Third statement, 2nd Lt J. JURY, D Company, 27th Bn, 7 June 1917: On November 5th I was cpl. with him and though I did not actually see him killed I know he was shot through the head at Bayonet trench Flers ... I know nothing as to burial.' Fourth statement, 486 Pte H.J. WORK, 27th Bn, 3 January 1919: 'He was killed at Flers Nov. 5th, 9 a.m. sniped through the head. I saw his dead body. It was put out of the trench. Moved on night of 6th. No details of burial'. Fifth statement, 4560 Driver E. ELLERY, 27th Bn Transport, 23 May 1919: 'We had captured a portion of a trench at Flers and Adam was alongside me sniping. He got up to have a shot when he was shot through the head. the back of his head was blown off killing himinstantly. Next morning we had to evacuate the trench which was not retaken until some months later, as far as I know, as I was sent to hospital. I believe that he was buried and that Lt -arch 27th Battn. saw his grave some time later

'On the 24th April 1918, North of CACHY near VILLERS BRETONNEUX, Private McLEAY was with a squad of Bearers with the 52nd Australian Infantry Battalion. In the confusion of the sudden move and attack the R.M.O. lost touch with the bearers, Private McLEAY on his own initiative, got in touch with the Regimental bearers on one hand and with the line of evacuation through the R.AP. of the 51st Australian Infantry Battalion on the other. It was owing to his coolness and judgment that the casualties were cleared from the Battalion from the beginning of the operation. There was considerable shell fire and direct Machine gun fire at the time.' Source: 'Commonwealth Gazette' No. 1 Date: 2 January 1919

Bombala's Memorial TO THE BRAVE. UNVEILED BY THE HON. AUSTIN CHAPMAN, M.P. On Sunday last, in the presence of a large assemblage, the Hon. Austin Chapman, M.P., performed the official ceremony of unveiling the monument which the people of the Bombala district have erected to the memory of their soldiers who fell in the great war, and in honor of those who went forth to fight and returned to our shores. The monument is erected at the 'intersection*' of Maybe and Forbes streets. The base is of trachyte and on the top is the full sized figure of a soldier in full uniform. beautifully carved in Italian marble. On three sides are engraved the soldiers' names, and on the base is this inscription:- Erected by the Citizens of Bombala and District, in commemoration of the men who fell in the great war, 1914-18. — N. P. SMITH, Mayor, The Deputy-Mayor, Ald. N. F. Smith, presided, and he had with him on the -platform the Hon. Aus- tin Chapman, and the Revs. Mar shall (Presbyterian), Gibson (Meth odist) Sherris (Anglican), and Father Roche (R.C.) Ald. Smith apologised for the absence of the Mayor, who was away from the district. The Mayor had asked him to take his place, and he did so with pleasure, because it was always a pleasure for him to be with, and to do what he could for, the soldiers. They had met that day to unveil the memorial, a ceremony that should have taken place months ago, had it not been for the interference of Mr. Mutch, the Minister for Local Government, who refused them permission to erect it in a public place. They started to fight him, and after several months, with the assistance of Mr. Bailey, they got the necessary permission. This monument was not only, going to stand for a life time, it was going to stand for ever. When we were dead and gone this memorial would still stand as fresh and green as it was that day. It would remain ever green in the minds of the people of Bombala and district. When they read down the list of names and came to those (with a cross opposite to them, they could not but regret that those brave lads were not there with them, and they could only hope and pray that their souls were in that great kingdom where all was peace and happiness. And for those who are still with us never let us say or think that we are doing too much for them. They were the de- fenders of our country, and if we could ever do, anything for them it was our duty to do it. The Band then played the hymn, 'Nearer my God to Thee,' and the people joined in the singing. The Rev. W. H. Marshall offered a short prayer and delivered a short address. War, he said, had disturbed the world. and kept back its progress in literature, arts, in sciences, down through all the ages. Many wars were recorded in history, but the war they had to deal with was the great world war that commenced in 1914, when the German armies rose as one man, at the ap pointed hour, and invaded friendly and unprepared nations. The speak- er then briefly traced the course of events up to the time Australia came into the war, when hundreds of thousands of our men heard the call of the Motherland and respond- ed to it. These men came from all classes, and the rough bushmen and the cultured man of the town joined together. War had brought, them all to the one level. They trained for the conflict and embarked under sealed orders. Some went to German New Guinea, some to England, and others to Egypt. Those who went to Egypt had to land on a rough and rugged shore on the 25th April, 1915, expecting to drive the Turks back from Gallipoli and then march into Constantinople. They would have accomplished this but for the lack of reinforcements, and they had to retire after having fought some of the most glorious battles ever fought on a battlefield. From there they went to France. They received orders to break the Hindenberg line. This they did, driving the Germans back until they sued for peace. The armistice was granted, and afterwards peace was declared. These Australians were the sons of the pioneers who came to this almost unknown country, not in steamers, but in sailing boats, and faced terrible difficulties and dangers to establish their homes and rear their families. Sons born of such parents were the right men to effect the landing on Gallipoli. These were the men they were now doing honor to. This memorial was raised to their memory, and they were worthy of it and of their praise. The Rev. Father Roche said that this grand gathering of citizens, ir- respective of creed or nationality, was abundant testimony in itself of the patriotic spirit of Bombala, for all were anxious to associate them- selves with the solemn function of unveiling this splendid monument erected to perpetuate the memory of our fallen soldiers. The price of Nationhood must be paid in blood and tears, and there was no country ! that truly loved its flag which had not made the supreme sacrifice, and which had not freely offered up the lives of its best and bravest for a dream, for an ideal, for a solemn purpose. It was the good fortune of Australia to find her true soul in a great and glorious struggle to preserve the rights and liberties of smaller nations, and to crush a despotic militarism which would sub-' jugate, the rest of the world. The call came to Australia, and she, of her own free will, with a good heart, sent the cream of her Australian manhood into the battle fields of Europe. By their actions these brave Bombala lads, as well as men from all parts of the Commonwealth, proved themselves to be far-seeing men, because they realised that Australia's frontier was not washed by , the quiescent waters of the blue Pacific, but was situated somewhere in France. These brave Australian lads had won laurels for themselves, and had raised Australia to be among the nations of the earth; and to-day, while this grand memorial reminds us of the valor of our dead heroes, whose bodies lie in lonely graves on classic ground, it reminds us too, of the great part our Australian volunteers played in the world's gigantic struggle for liberty and justice, when Australians truly knew them- selves. Before our Australian heroes, astonished the watching nations our national sentiment in this young country was of a flabby and sprawling and flabby character. Thank God, the first memorable Anzac Day, with the heroic deeds accomplished by Australia's sons on the hills of Gallipoli, and the battle fields of France, had changed all that. The grand Australian flag had been brought from the garret and hoisted on a lofty tower in the full sight of its people. The war terminated— as was only to be expected — in a victory for the Allies, and Australia was at last a nation, with one heart, one soul, and one thrilling aspiration. 'l am a native-born priest," concluded Father Roche, and I am proud of it. My advice to all Australians is, to make this your motto, 'Australia and our grand Australian flag first,' and Australia will always be proud of you.” The public school children then sang the nationals song, "Anzac." The Rev. Gibson said they knew that war was abhorrent to the teaching of Jesus Christ. We could thank God that our nation had become so Christianised that war was abhorrent to us. Nearly eight years ago the Motherland was forced into the great war. Necessity knew no choice. It was ours to see that the necessity never again rose for, war in our land. They could thank God for the League of Nations, which, though crippled, in many ways, was the beginning of a universal peace. Thank God for the Washington Conference, and for the spirit that: prompted the holding of a Conference at Genoa. When the call came to our own land we found our man- hood ready to respond, and to-day we celebrated their baptism of blood. The 25th of April, 1915, was a glorious day; it was also a bloody day. For weary years this war continued, and then was manifested the truth of those words, "Never morning wears to evening but some heart does break." In those days never morning wore to evening but many hearts did break. The days brought nothing but watchfulness ; night brought no respite; the Sabbath brought no rest. Some spoke of the failure of Christianity in 1914. Did Christianity fail then? No! It had not been applied. When Christianity was truly ap- plied war could not exist. Suddenly the end came, but for many it came too late. Homes had been made desolate; hearts had been broken. And as we to-day honored those who had suffered in that great war, our sympathy must go out to those who suffered at home — whose hearts were broken. No honor could be too great for those who had gone never to return. Christ abhorred war but he left this message, "Greater love hath no man than this, that a man laid down his life for his friend." This message came to-day to the mother, the father, the sister, the brother, the sweetheart, the friend, who had found the great spirit of love in Christ. It was ours to cherish their memory, and, as the Chairman said, this memorial would keep their memory ever green. We should cherish their memory in the spirit of Christ by cultivating that spirit of love which was theirs. The Hon. Austin Chapman was then called upon to perform the un-veiling ceremony, and he commenced by calling for three cheers for the King and for the returned soldiers, which were heartily given. "We have to remember," he said, "that there would be no monument to un- veil, no happy crowd here to-day. but for those boys." They were told the Germans had prepared for this war for forty years. Our boys showed that they didn't want forty weeks. They played their part so well that they had made the name of Australia ring throughout the world. He remembered once he was touring at Mount Vesuvius, and the Cook's guide asked him where he came from ''Australia," he re- plied. "Austria?" said the guide. "No, Australia," said Mr. Chap- man. "I never heard of it," said the guide. Sir John Forrest, who was with them, turned to him and said, 'That takes the starch out of you." It did. That was all altered now, and they could go into any country and not be asked, "Where is Australia?" They knew where it was; they knew it was where our soldiers came from; they knew them as the best paid and the best fed soldiers in the war ; and it was said by the enemy that they, were the best fighters. This monument would be an everlasting reminder to us that we should try and do our duty as they had done theirs "Unity," should be our motto. We were all striving for the one goal, and we should put aside all class differences and creeds, as our men did at the War, and strive for unity. Our men taught us the lesson, and they showed us the answer to the question, "Why did God send war?'' One gentleman, said wars would cease. The Americans said, 'Trust in God, but keep your pow- der dry." This monument would help us to do that. The children who would take our place would see that monument and read the names on it, and if i necessary would go forth to uphold the reputation those men had made. The Chairman had said we should do everything possible for the soldiers. The speaker said enough had not been done — we could not do enough. 'What had we to thank them for? For every thing. If we had a German war lord to-day, where would we be? The Germans would have been our masters, and this would have been anything but the freest country on God's earth. While we looked after the Australian flag we must never forget the grand old Union Jack, but for which, there would have been a different state of affairs in the world, to-day. He had been called, a "Jingo," add he was proud of it. He was talking to a Ger man after the war, and said to him, "You should have beaten us early in the fight." He said, "We did, but you Britishers don't know when you are beaten." That was the British spirit, and he was proud of the British nation and the Union Jack. Mr. Chapman touched briefly on his visits to Bombala during the war, when he came here to start the "Men from Snowy River" from Delegate, and when he came later on to raise money for the war loans. On each occasion, he said, this district had responded nobly in men and money, There were many who for various reasons could not go to the front, and they did what they could here at home. The women of this country did greater service than the soldiers. Don't forget the Com forts Fund, when the women worked their fingers nearly off so that the lot of the soldier might be made a little easier. God. bless the women! If we could get a race of men equal to our women there would be no more war. Turning to the monument, Mr. Chapman said that after doing so well while the war was on, this dis- trict had now erected a monument at a cost of £500, which would be a credit to any city. He could say with pride and pleasure that there was none better than it. He admired the dogged pluck and per- severance of the Committee, which had enabled them to break through the red tape, and accomplish their object. Other districts, bigger and more prosperous than this, could not point to anything better nor even as good as this monument. It was a great pleasure to know that there were so many as 125 names on it of men, who had gone from this district. One-fifth of them would never come back; but while wc mourned for them, with our sorrow was mixed a pride that we did our share. In this respect, the Bombala District would compare with any other district in Australia. "In declaring this monument unveiled," said Mr. Chapman, "I have very great satisfaction indeed, for it is one that does you credit, and does credit to us all. It may have some equals, but no superiors. I, therefore, now declare the monument unveiled." Mr. Chapman then pulled the cord, and the flag which enveloped the figure fell away. The Rev. Sherris said he was delighted to hear the eloquent tribute Mr. Chapman had paid to the soldiers, and to the work of the women, which was done largely for the well-being of the soldiers? Every man in the A.I.F. would be gratified when he heard of the testimony to the work of those people who did their utmost at home to make his life smoother and more comfortable with the things they sent him. "We feel on Anzac Day," said Mr. Sherris, "that this day commemorates all the great things in the history of the war, from the landing at Gallipoli to the end." To his mind came things that could not come to the minds of those who had not witnessed the things take place, and he thought of the different types of men, and how each one did his utmost for the work he had in hand. With regard to, the statement that some of the returned men were not all that they should be, he could say that not many were bad returned men. Some were bad when they went away, and they were bad when they came back. Some of them never; were soldiers. They had no thought of fighting, and they didn't care for the .reputation of the other soldiers. The majority of the 400,000 were good men, and tried to do their best. It was up to the people to remember, the goodness of the majority, and not allow their goodness to be overshadowed by the faults of the few. He would, like to remind, them that what those men, had accomplished had meant a great deal to Australia, and it helped us to realise that Australia was a grown-up man— it was a nation now and no longer an infant. Australia had a place on the map. It got that as a result of the war. The Germans thought they would get a place in the sun, but they got a place in the shade. The men who went from here and fought in those glorious battles, helped to accomplish this. Among them were men who had by their deeds written their names at the very top, and had gained more distinctions for valor in this one war than members of the British forces who had fought in many wars. With regard to the honors distributed to soldiers, there was a distinction. The D.S.O. was awarded to officers, and the D.C.M. and M.M. to the men. The D.C.M. was as near to the V.C. as it was possible to get, and it was harder for the men to win a D.C.M. than for an officer to win a D.S.O. When a man won a D.C.M. or M.M. you could take it he had done some brave deed; and there were hundreds of them doing, likewise who re- received no medal. So when we thought of these things on Anzac Day it was up to us to remember oftener. It was not likely we would forget, but there was a difference between not forgetting and constantly remembering. The speaker also, referred to the destruction of social barriers that had taken place among the men at the war, and expressed the hope that many of them would be broken down in peace time, which would be better for the nation and for the Christian church, as they were no good, and when they were removed we would get on better in life. "I pay my tribute along with you;" said Mr. Sherris, to the returned men, and, thank God, there were men so noble that they gave their lives for their country." Mr. Arthur Beileiter sounded the "Last Post," . while all stood t to attention. Ald. Smith then thanked.' Mr. Chapman for his kindness in coming to unveil this memorial; the Rev- erend gentlemen who had assisted; the choir children; and the Band. Cheers were given for the King, the soldiers and the women, and a vote of thanks to the Chairman was carried by acclamation. The proceedings were brought to a close by the Band playing the National Anthem. The following is a list of the names which appear on the monu- ment :— Armstrong C. R. Badgery A. Bartley J. W. x Bedingfield S. Bedingfield Alf . Bedingfield A. Beileiter C. E. Beileiter A. E. Beileiter A. S. Beileiter C. L. Beileiter J. Bellchambers C. x Bellchambers. A. x Bellchambers H. Bonny S. Bonny F. P. Brassington M. Brassington P. x Brill J. x Brotherton H. Brotherton J. Brownlie W. Brownlie A. L. x Campbell D. Campbell A. H. Campbell J. C. Clark G. H. Collins M. x Conlon W. Cootes A. , Copeland N. Curtis W. x Davis A. G. Dawson M. Deeks F. J. Dent A. x Dent T. W. Douch R. Duncan A. Dunn C. Dunne J. Elliott R. Elliott H.J. Elliott A. Elton A. H. Elton J. R. Elton W.H. X Elton C. Forester G. Forsyth W. A. x Girvan R. R. C. Gleeson J. J. x Gleeson T. J. Greer A. J. x Haggar C. W. Hart H. E. Head E. J. Head G. W. Hedger F. x Helmers L. V. x Kellond J. H. Lancaster R. Langley D. B. Law Hawk C. x Lesleighter A. E. x Livingstone H. x Lyne V. H. May E. J. Marsh H. J. Margrie A. A. Miller J. x Morrison Jas. Morrison J. Morrison E. D. Morris R. x Murphy H. x Murphy R. Murphy W. x Maslin F. J. McLeod M. J. Mclntyre P. W. McAlister G. Nicholson W. Nicholson A, D. x Oliver R. V. Oliver J. I. Parkes J. Payne H. A. Perkins J. Phillips C. W. Pill S. J. Reed R. x Richter G. Robbie N. W. Robbie J. B. x Shields V. x Skipper- W. Skipper E. A. Skipper C. A. Sloan W. W. Sloan C. x Sloan R. A. x Smith C. Stewart R. E. Stutchbury G. Stutchbury C. W. Stutchbury R. Sullivan E. Toms E. Tracey C. Turner H. Trevanion C. Umback F. J. Walker J. G. Warburton W. A. Warburton J. x Watson P. x Way J. L. Whitehead G. Whitehead F. Whitehead A. Whiteley D. Whiteley J. Wiles R. J. Yelds S. D. Yeids W. x Denotes "Fallen."

Brigadier-General S. Price Weir, D.S.O., V.D., Public Service Commissioner of South Australia, has completed 50 years' in the civil service. His office staff presented him with an address of appreciation and a cigar case. He entered the Department of Lands and Surveys on April 17, 1870, and on August 16, 1914, was appointed to command the 10th Battalion of tho A.I.F. On his return from the war he was appointed first Public Service Commissioner of South Australia. Brigadier-General Weir is chairman of the Public Service Classification and Efficiency Board.

'For conspicuous gallantry and devotion to duty. As Battalion Intelligence Officer, after the delivery of an attack, he led a patrol forward to clear up the situation. Although severely wounded within 30 yards of the enemy's line, he was able to give useful information when brought back two hours later.' Source: 'Commonwealth Gazette' No. 185 Date: 27 November 1918

'On the night of 21st September 1917 the Battalion was placed under cover near CHATEAU WOOD during enemy barrage on our sector, and enemy shell fired a dump within a few yards of troops. This N.C.O. immediately rushed to the dump, scattered the burning boxes of 18 pdr. ammunition and extinguished the fire. This cool and courageous act undoubtedly saved a serious explostion and lives of men in the close vicinity.' Source: 'Commonwealth Gazette' No. 31

Sydney Morning Herald Army News Monday 19 July 1943 Wednesday 21 July 1943 Pilot Officer Francis Edwin Mathers Durnbach War Cemetery, Germany CONSPICUOUS GALLANTRY MEDAL (FLYING) Francis Edwin Mathers (413221) Royal Australian Air Force 77 Squadron One night in June, 1943, Sergeants French and Spedie were the wireless operator/air gunner and rear gunner respectively of an aircraft piloted by Flight Sergeant Mathers, which attacked Mulheim. Whilst over the target area, the bomber 50 was subjected to heavy fire from the ground defences and was repeatedly hit. Two engines were rendered unserviceable in quick succession. While the starboard aileron control was shot away and 3 petrol tanks were pierced, all of which leaked rapidly. In spite of this, Flight Sergeant Mathers flew clear of the defences and set course for this country. On the return flight, the bomber gradually lost height and all movable equipment, including the guns of the mid-upper turret and some ammunition, were jettisoned. Shortly after crossing the enemy coast, the disabled aircraft was intercepted by an enemy fighter. In the ensuing engagement, Sergeant Spedie skilfully used his guns and, eventually with a devastating burst from close range, he shot the attacker down into the sea. The bomber was down to 500 feet but, displaying superb airmanship, Flight Sergeant Mathers, receiving much assistance from Sergeant French who diligently worked his wireless apparatus to obtain direction fixes, struggled on to reach an airfield near the coast. Although the undercarriage could not be lowered, this pilot successfully effected a crash-landing. In most harassing circumstances, Flight Sergeant Mathers displayed exceptional skill, courage and fortitude, while Sergeants French and Spedie displayed conduct worthy of the highest praise. Sergeants Edward George Owen French and William Spedie were both awarded the Distinguished Flying Medal Francis Mathers father was presented with his CGM at Government House, Sydney on 13 April 1946 by the Governor General of Australia, Lord Gowrie.

Meritorious Service Medal 'As a Company Cook under all circumstances this man has proved himself a most willing, conscientious and able worker. he is responsible in no small degree for the general good health of all the men in his company. His work is always carried out efficiently and his cheerfulness and willingness even under adverse circumstances have made his services very valuable to the Battalion at all times.' Source: 'Commonwealth Gazette' No. 113 Date: 6 October 1919

'After the attack on GIRD Trench and the MAZE he did exceptionally good and consistent work through the days of 5th and 6th November, 1916, under severely trying conditions. He searched the German trenches for our wounded and also the original No Man's Land, bringing them in under severe sniping fire. He alone was responsible for bringing in 3 wounded men to the original front line trenches from No Man's Land.' Source: 'Commonwealth Gazette' No. 103 Date: 29 June 1917

“Major Kestel arrived in New Guinea in September 1943 with 24 Australian Army Nursing Service personnel. During the ensuing period, the hospital was working to its capacity, and there were frequent enemy air raids in the near vicinity. She has at all times carried out her duties as matron with energy, tact and control. In consequence of Matron Kestel untiring devotion to duty, the work of nursing staff has beyond praise”.

"During the operations east of YPRES on 20th September 1917 Captain BURKE was in charge of the right support Company. Under heavy shelling, in the absence of the leading Company Commander who had been wounded, this officer, regardless of personal danger, reorganised the right flank of the Battalion. At a critical moment he reorganised men of another Battalion who were in rear and sent them forward to their objective and established a Strong Point in a sound tactical position under heavy fire, At all times he displayed sound judgment and good leadership."

'For conspicuous gallantry and devotion to duty. He located an enemy post of eight men which had been harassing out line for some days. He led a party and surrounded the post, killing two and capturing three, including the N.C.O. in charge. He then withdrew without any casualties.' Source: 'Commonwealth Gazette' No. 185 Recommended 17 Apr 1918 Gazetted : 27 November 1918

Don Walch did indeed serve on 226 Sqn. He was 39236 S/L Graham Reese 'Digger' Magill's regular navigator. A snippet from Norman Frank's, "The Greatest Air Battle Dieppe, 19 August 1942 (p.40): "Magill got back safely although his machine (226 Sqn Boston III Z2295 MQ-A), was damaged. Not for the first time did the crest on his Boston get them Home. His usual crew was Pilot Officer Donald Walch, from Tasmania, as navigator, and 'Taffy' Gubbins, air gunner. (Gubbins was away on 19 August, his place being taken by Sergeant S Praeger). The crest consisted of a kangaroo, a kiwi and a welsh dragon on a boomerang, ensuring a return ticket, they hoped!"

25-6-1944 No.21 Sqn Mosquito VI LR373 In a borrowed aircraft, W/C Braham set out on a day patrol to Denmark. His aircraft was intercepted by Fw Robert SPRECKELS, of Stab./JG 1, and shot down into the sea. Braham and his navigator were rescued by a German vessel and became PoWs 40667 W/C (Pilot) John Robert Daniel BRAHAM DSO**DFC** - PoW AUS404489 F/L (Nav.) Donald Curtis WALCH DFC RAAF PoW Interned Stalag Luft III

'At NOREUIL on 2nd April, 1917 this Non Commissioned Officer although wounded twice continued to lead his section in the face of heavy Machine Gun and Shell fire, encouraging his men, and continuing to do his duty until receiving his third wound.' Source: 'Commonwealth Gazette' No. 174 Date: 11 October 1917

Distinguished Conduct Medal 'For conspicuous gallantry at Chuignes, 23 August, 1918, when he took charge of his platoon after its officer was wounded. When held up by a next of machine guns, he showed great skill in the use of his Lewis gun section, under the covering fire of which he charged the post, and captured three machine guns and forty prisoners.' Source: 'Commonwealth Gazette' No. 35 Date: 15 April 1920

DCM Courage and good judgement as Lewis Machine Gun Sergeant. (Ligny 27 February 1917). 'For conspicuous gallantry and devotion to duty. He displayed great courage and determination in maintaining his position against very superior numbers of the enemy. He was wounde.' Source: 'Commonwealth Gazette' No. 169 Date: 4 October 1917

'During the operations at Villers-Bretonneux on the night of 24/25th April, 1918, this N.C.O. was conspicuous for his courage, coolness and devotion to duty. When all his officers had become casualties he at once took command of the company and showed great judgement in the selection of position, etc. He kept his company well in hand and in touch with the adjoining companies, and saw that the position selected was strongly consolidated. By his timely assumption of command, and the excellent spirit he displayed throughout, the morale of his men was maintained and his coolness, cheerfulness and energy set a spelndid example to all ranks.'

'For conspicuous gallantry and devotion to duty. This officer commanded his battalion in a difficult night operation with great ability. The battalion, having already marched six miles, was ordered to counter attack and retake a village. The ground was strange to every one, and there was no time for reconnaissance, but the approach march and deployment were carried out without a hitch, and the attack was a brilliant success. This officer moved about amongst the men encouraging and directing them, and, finally, established his headquarters in an open trench well forward, which was heavily shelled, but from which he was able to see and control his battalion.' Source: 'Commonwealth Gazette' No. 15 Date: 4 February 1919

'Lieutenant Colonel Salisbury has commanded the 50th Bn from 18 August 1916. As the direct result of his capabilities, energy and enthusiasm, the battalion has been raised to a high state of efficiency. While under his command the battalion has participated in active operations on the Somme, Ypres Salient, Flers and in the recent capture of Noreuil. The success of this latter operation was largely due to Liet-Col Salisbury's thorough preparation and his excellent handling of the battalion during the attack and subsequent consolidation. This officer's habitual cheeriness and devotion to duty has been most pronounced and a great inspiration to all with whom he has come in contact.' Source: 'Commonwealth Gazette' No. 189 Date: 8 November 1917

'For conspicuous gallantry and devotion to duty. He rallied and organized his company at a moment when they were suffering haeavily from a continuous bombardment, leading them through a hostile barrage to a successful assault on the enemy's position. Throughout the night he continued to supervise the consolidation, and it was owing to his determination and energy that by daylight his company was entrenched and prepared to withstand the hostile counter attack.' Source: 'Commonwealth Gazette' No. 219 Date: 20 December 1917

Military Cross 'For conspicuous gallantry and initiative. When his company were caught by heavy machine gun fire during an attack, he at once went out in front of the leading wave, and rallied the sections, which had sustained heavy casualties. Though wounded, he led his men to their objective, and continued to direct the fighting until he collapsed. His determination and courage were an inspiration to his men.' Source: 'Commonwealth Gazette' No. 61 Date: 23 May 1919

Family journey to have Oscar identified. When we heard in 2008 that an archeological dig had recovered the remains of 250 Australian and British servicemen at Pheasant Wood, the family was buoyed with hope that our ‘Uncle Oscar’ might at last have been found. Newspapers in South Australia reported with great anticipation that Oscar and several other soldiers from the State could be among those identified. I’m his great nephew, my grandmother Olga was Oscar’s older sister. And growing up, my generation of his descendants had assumed he might forever be buried somewhere as an ‘Unknown Soldier’. With great expectation a cousin and I registered on the Missing Servicemen Database. Along with more than one thousand other Australians, we became DNA donors. A descendant of Oscar’s brother Walter also gave DNA. In the first few years of the Army’s Fromelles Project, many soldiers were identified from the 250 sets of remains. Unfortunately for us, Oscar Baumann wasn’t among them. The years passed, and we had all but given up hope. Then in 2021 I was approached by an Adelaide journalist who told me he believed that Oscar and two other Australian soldiers were about to be identified. I contacted an officer of the Army’s Fromelles Project, who told me it was likely that Oscar Baumann was among those recovered, but in the absence of one hundred per cent certainty there could not be official identification. The Army needed more DNA information, so I sent them the family trees of Oscar’s siblings. The ’missing link’ turned out to be the daughter of Oscar’s youngest sister- a living niece in Adelaide by the name of Barbara Elsley. She gladly offered her DNA, and on Anzac Day of 2023 the Australian government announced that Oscar, along with five other soldiers of Fromelles, had been officially identified. Barbara was so captivated with events that at the age of 85 she travelled to France for the rededication ceremony at Fromelles on 19th July. She represented the family to unveil a new headstone bearing his name- Oscar was no longer an Unknown Soldier. Oscar’s new headstone notes ‘His Duty Nobly Done’, the words chosen by his parents in the death notice in 1916. His story is poignant given his heritage. Oscar’s father had emigrated from Germany only thirty-seven years before the outbreak of war. While some German immigrants in Australia were interned and others were ‘Anglicising’ their names, Oscar’s parents offered permission for his enlistment- only to have their son killed in action by a German enemy on the battlefields of France. Trevor Bormann 20/9/23

Edith Butler was Puss Campbell's matron in 2/3AGH in England and 2/11AGH in Alexandria. Both were very active in the Returned Sisters Sub-branch of the RSL (SA). There are numerous references to Edith in the book, including a chapter on the challenges she faced as 2/3AGH matron

This is invaluable resource about Edith Butler's nursing career and experiences.

This is a collection of short articles by South Australian AANS describing their experiences. Locations covered include England, the Middle East, the South West Pacific and Australia.

'For conspicuous gallantry and devotion to duty. Following an attack this officer was in charge of the reconnaissance of roads, railways, wells, dumps, &c., in the captured area. By keeping close up and organizing his various parties he was able to furnish headquarters with prompt information regarding water supply, tools, and stores &c., found. After seeing two tanks and a waggon blown up by mines, he, at great risk, removed or destroyed a number of others. He set a fine example of initiative and courage.' Source: 'Commonwealth Gazette' No. 61 Date: 23 May 1919

From the Runnymede Memorial to the Missing The first rays of the dawning sun Shall touch its pillars, And as the day advances And the light grows stronger, You shall read the names Engraved on the stone Of those who sailed on the angry sky And saw harbour no more. No gravestone in yew-dark churchyard Shall mark the resting place; Their bones lie in the forgotten corners Of earth and sea But, that we may not lose their memory With fading years, their monument stand here, Here, at the heart of England, half-way between Royal Windsor and Lordly London; looking down, Here, where the trees troops down to Runnymede Meadow of Magna Carta, field of freedom, Never saw you so fitting a memorial, Proof that the principles established here Are still dear to the hearts of men. Here now they stand, contrasted and alike, The field of freedom's birth, and the memorial To freedom's winning. And, as the evening comes, And mists, like quiet ghosts, rise from the river bed, And climb the hill to wander through the cloisters, We shall not forget them. Above the mist We shall see the memorial still, and over it The crown and single star. And we shall pray, As the mists rise up and the air grows dark, That we may wear A brave a heart as they.