the last flight of wellington hf - british military history

2020

www.BritishMilitaryHistory.co.uk Author: Robert PALMER, M.A.

THE LAST FLIGHT OF:

WELLINGTON HF.278

A narrative of the last flight of Vickers Wellington Mk. XIV, HF.278, from No. 36 Squadron at R.A.F. Chivenor, North Devon, which crashed near St. Giles-in-the-Wood, North Devon, on 26 December 1944. Three of the six air crew died, with two others seriously injured. Copyright ©www.BritishMilitaryHistory.co.uk (2020)

A Vickers Wellington Mk. XIV aircraft

of Coastal Command.

http://www.britishmilitaryhistory.co.uk/

26 December 2020 [THE LAST FLIGHT OF WELLINGTON HF.278]

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The Last Flight of Wellington HF.278

Version: 3_1

This edition dated: 26 December 2020

ISBN: Not yet allocated.

All rights reserved. No part of the publication may be reproduced, stored in a retrieval

system, or transmitted in any form or by any means including: electronic,

electrostatic, magnetic tape, mechanical, photocopying, scanning without prior

permission in writing from the publishers.

Author: Robert PALMER, M.A. (copyright held by author)

Assisted by: Stephen HEAL, David HOWELLS & Graham MOORE

Published privately by: The Author – Publishing as:

www.BritishMilitaryHistory.co.uk

The author wishes to thank Jamie SMITH, the son of F/O SMITH,

for making available his Flying Log Book, personal information

and photographs for inclusion in this booklet.

In addition, the authors wishes to thank the family

of Gordon HADDOCK and Don COX

for making similar material available to him.

http://www.britishmilitaryhistory.co.uk/


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Contents Chapter Pages Introduction 3 The Vickers Wellington 3 – 5 No. 38 Squadron 5 – 6 No. 36 Squadron 6 – 8 The Circumstances of the Crash 8 – 9 Court of Inquiry 9 – 11 Accidents Investigation Branch 11 The Air Crew

J/23702 F/O J. C. SMITH, R.C.A.F. 12 – 29

137390 F/O S. E. PERRIN, R.A.F.V.R. 29 – 30

1395994 F/Sgt F. E. MINGAY, R.A.F.V.R. 30

1817220 Sgt D. A. COX, R.A.F.V.R. 30 – 31

1644947 Sgt I. M. QUAIFE, R.A.F.V.R. 31

1812343 Sgt G. E. HADDOCK, R.A.F.V.R. 31 – 32

Conclusions 33 In Memoriam 34 Map of R.A.F. Chivenor and crash site 35 – 36 Weather Chart 37 Photographs 38 – 51 Appendix ‘A’ – Form 1180 Aircraft Accident Card 52 – 53 Appendix ‘B’ – Career of F/L J. C. SMITH, R.C.A.F. 54 Appendix ‘C’ – the Flying Log Book of F/L J. C. SMITH, R.C.A.F. 55 – 82 Appendix ‘D’ – Order of Memorial Service held 6 October 2019 83 – 91 Bibliography and Sources 92


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Introduction

In the Second World War, Christmas did not allow a break from operations in the campaign against

the U-boats, and this applied in 1944, when on Boxing Day, a Wellington taking off from R.A.F.

Chivenor suffered the failure of an engine forcing it to crash-land near St. Giles-in-the-Wood, North

Devon. Three men died in the crash, but three survived, and theirs is both a remarkable narrative,

but also one typical of many air crew during the war.

This is their story.

The Vickers Wellington

The Air Ministry issued Specification B.9/32, in 1932, for the design of a heavy bomber. Vickers

developed a design, using the geodetic structure designed by Barnes WALLIS, who was a senior

engineer for the company. The airframe was constructed with a metal structure and covered with

fabric. Vickers used this method for the single engine Wellesley bomber, which was then entering

service with the Royal Air Force. The prototype Wellington made its first flight, at the company’s

airfield at Weybridge, Surrey, on 15 June 1936.

The first production Wellington Mk. I aircraft were delivered to No. 9 Squadron in October 1938.

They were fitted with two 1,050 Bristol Pegasus Mk. XVIII engines. These aircraft had a turret in the

nose and tail, and a retractable Nash & Thompson ventral turret under the aircraft. The Mk IA

Wellington had powered Nash & Thompson turrets instead of the original Vickers design, and in the

Mk. IC, the ventral turret was discarded, but two beam guns were added.

The Wellington Mk. II had two Rolls-Royce Merlin Mk. X engines, each developing 1,145 hp, as the

Bristol Aircraft Company anticipated a shortage of Pegasus engines. In fact, the shortage arose in

the supply of Merlin engines, so the Mk. III design had two Bristol Hercules Mk. III or XI engines,

each developing 1,370 hp. The Merlins were liquid cooled, in-line engines, while the Hercules were

air cooled radials. The Mk. IV Wellington was fitted with American Pratt & Whitney R-1830-S3C4GT

Twin Wasp radial engines. The Wellington Mk. V and VI were experimental, high altitude versions,

and the Mk. VII was cancelled. The final bomber version was the Mk. X, which were delivered to

the R.A.F. from July 1942 onwards. These were constructed of light alloy instead of mild steel, so

the geodetic structure was lighter, yet stronger, than its predecessors. The Mk. X had two Bristol

Hercules Mk. VI or XVI engines.

At the beginning of the Second World War, Bomber Command had eight squadrons equipped with

Wellingtons. Very early in the war, the R.A.F. found that daylight bombing operations against

Germany were not feasible, as they resulted in heavy losses of aircraft and air crew. Simply, British

bomber aircraft were too vulnerable to German fighters and air defences to operate effectively. The

British switched to night-time attacks, with the Wellington becoming the main aircraft used by

Bomber Command, until the four-engine ‘heavy bombers’ began to make an appearance in 1942.


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By the autumn of 1943, the Wellington had been replaced in R.A.F. Bomber Command in operations

over Germany. The Wellington continued in effective use as a bomber in the Mediterranean, and

South-East Asia. The first Wellingtons arrived in Egypt in the autumn of 1940, and they remained

operational in the bombing role until the end of 1944. Wellingtons flew more operational hours in

the Middle and Far East than in Western Europe.

The threat posed by German mines around the coast of the United Kingdom grew to serious

proportions by early 1940. The advent of magnetic mines was a major problem, so as one of the

British responses, a Wellington Mk. I bomber was fitted with a ring around the entire aircraft, which

was magnetised by a generator on-board the Wellington. This created the Wellington DWI Mk. I

aircraft, which proved to be of limited effect operationally. The use of Wellingtons in the maritime

role had commenced, with No. 221 Squadron being the first equipped with Wellingtons for the

maritime reconnaissance and strike role.

The Germans and Italians both had large submarine fleets within their navies. These submarines

were known to the British as U-boats. The term U-boat is an anglicised version of the German word

U-boot, a shortening of the German Unterseeboot, which literally means ‘underseaboat’. The U-

boats commenced operating in the Atlantic from French bases shortly after the collapse of France

in June 1940. They could operate on the surface with impunity at night, as they were virtually

undetectable by British aircraft and warships because of their low silhouette. The scientific

development by the British of Air-to-Surface Vessel (A.S.V.) radar meant that enemy ships, including

U-boats, could be detected on the surface at night. Although A.S.V. could detect a surfaced U-boat

from up to twelve miles away, as the aircraft closed in for an attack, the background returns from

the surface of the sea obscured the location of the U-boat within a mile of the target.

Squadron Leader LEIGH invented a mechanism by which a searchlight could be fitted in the vacant

space left by the former retractable ventral turret underneath a Wellington aircraft. Using the

generator fitted to a DWI Mk I aircraft to power the searchlight, a Wellington was modified to carry

the A.S.V. Mk. II radar and searchlight (known as a Leigh Light). The initial trials proved successful,

so other aircraft were modified and designated as General Reconnaissance Mark VIII versions. No.

1417 Flight was formed at R.A.F. Chivenor equipped with G.R. Mk. VIII aircraft to develop these

aircraft for operational use. This Flight grew into No. 172 Squadron in early 1942, and the first

operational sorties in June 1942 resulted in an Italian U-boat being located, illuminated, and

attacked. The impact on the U-boats in the Battle of the Atlantic was dramatic and long-lasting.

The Wellington G.R. Mk. XI was a maritime version of the Mk. X aircraft, and although fitted with

the A.S.V. Mk. II radar, few (if any) were fitted with the Leigh Light. These aircraft were used for

attacking enemy surface vessels, particularly in the Mediterranean region. The Mk. XII Wellington

was another maritime version, some of which were fitted with the Leigh Light. The invention of the

centimetric A.S.V. Mk. III radar, with a revolving scanner, led to two further General Reconnaissance

versions of the Wellington. Both the G.R. XIII and G.R. XIV had the new radar installed in the nose,

covered by a blister, and they were powered by the improved Hercules Mk. XVII engines.


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The Mk. XIII was used for shipping strikes, and could carry two 18” torpedoes, and the G.R. Mk. XIV

was fitted with the Leigh Light and armed with depth charges to attack U-boats. It is believed that

the maritime versions of the Wellington accounted for in whole, or in part, the sinking of twenty-

seven U-boats. The Wellingtons operated by Coastal Command usually had an aircrew of six: a pilot

(who was also the captain of the aircraft), a second pilot due to the length of the sorties, an

observer/navigator, and three dual rolled wireless operators/air gunners. These three men would

rotate around between the W/T (wireless telegraphy), S/E (special equipment, or radar) and rear

turret seats usually every hour during the long sorties.

11,461 Wellingtons were built at Weybridge, and satellite factories at Chester and Blackpool. The

last Wellington built by Vickers was delivered to the R.A.F. on 25 October 1945, one of the few R.A.F.

aircraft to be built throughout the six years of the Second World War. The last Wellingtons used by

the R.A.F., were retired from their training role in 1953.

All versions of the Wellington were 60 feet, 6 inches in length, with a wingspan of 85 feet, 10 inches.

As the engines became more powerful, from the 1,000 horsepower Bristol Pegasus Mk. XX fitted to

the Mark I aircraft, to the 1,675 horsepower Bristol Hercules Mk. XVI engines in the Mk. X, XIII and

XIV, so the performance of the aircraft improved. The maximum speed of the Mk. I was 245 mph,

but this rose to 254 mph with the Mk. X and derivatives. The ceiling increased slightly from 21,600

feet to about 22,000 feet, but this was irrelevant in the maritime reconnaissance roles, as the usual

operating height was only about 1,500 feet.

No. 38 Squadron

No. 38 Squadron held the distinction of being one of the few units that used the Vickers Wellington

aircraft throughout the six years of the Second World War. In September 1939, it was based at

R.A.F. Marham in Norfolk, and was part of Bomber Command. It operated the Vickers Wellington

Mk. I, IA, and IC aircraft, but saw little action at the beginning of the war as it did not participate in

the costly daylight attacks in late 1939 on German naval targets. With the German invasion of

France, Belgium and the Netherlands, the Squadron began to undertake more operational sorties.

In November 1940, the Squadron moved to Ismailia in Egypt, and after a brief move to Fayid, from

18 December 1940 R.A.F. Shallufa in Egypt became its main base right through until 1 March 1943.

There were detachments to R.A.F. Luqa on the island of Malta from August to October 1941, and to

Gianaclis from August until November 1942. There was also a detachment based at R.A.F. Gambut

from November 1942 until March 1943.

In January 1942, No. 38 Squadron became part of No. 201 Group, and its focus changed to maritime

operations. The Squadron began to receive Wellington Mk. VIII aircraft, fitted with the Air to Surface

Vessel (A.S.V.) radar with the fixed aerials. On 1 March 1943, following the retreat of the Axis Forces

through Libya, the Squadron was able to relocate to an airfield called Berka III, near Benghazi. This

was to remain their base for the next eighteen months.


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From here, aircraft from the Squadron patrolled the Aegean Sea, between Crete and Greece, and

the Dodecanese Islands. They were tasked with minelaying, reconnaissance, bombing and anti-

submarine patrols in this area.

In July 1943, the Squadron began to receive the improved Mark XI version of the Wellington, and in

October of that year, the first Mark XIII aircraft with the 10 cm rotating radar fitted in a nose bulge,

began to arrive with the Squadron. In November 1944, the Squadron moved to Greece, but because

of the outbreak of the Greek Civil War, it moved to Grottaglie in Italy the following month. In April

1945, the Squadron moved to Foggia, also in Italy, and then following the cessation of hostilities in

Italy and the Mediterranean, it moved to R.A.F. Luqa on the island of Malta.

No. 36 Squadron

This squadron was a pre-war squadron of the Royal Air Force, which was stationed in Singapore. It

was equipped with the Vickers Vildebeest torpedo bomber, in the anti-shipping role. The Far East

was low down the order of priority for new equipment, so when Japan invaded Malaya on 8

December 1941, the squadron was still based at Selatar operating the Vildebeest. Both this

squadron and 100 Squadron, which was equipped similarly, suffered heavy losses and only two

aircraft escaped to Java. With Java under attack, the two surviving planes were to be flown to

Burma, but neither made it successfully. With the majority of the personnel dead or in captivity,

the squadron disbanded on 7 March 1942.

The squadron reformed in India on 22 October 1942, but without any aircraft. The first Vickers

Wellington Mk. IC arrived in December, with the unit continuing in an anti-shipping and anti-

submarine role. Later that month, the first Vickers Wellington Mk. VIII aircraft arrived, these being

modified for maritime patrol duties, whereas the Mk. IC was a bomber. The squadron commenced

operations in the Indian Ocean on 13 January 1943, with a shipping escort sortie. In April 1943, the

Squadron flew 43 sorties in the Indian Ocean, but found little success in terms of sightings of either

German or Japanese submarines.

In consequence of the lack of sightings of submarines in the Indian Ocean, the squadron transferred

to Algeria to serve in the Mediterranean Theatre, with the planes arriving at Blida on 7 June 1943;

however, the ground crew did not arrive for another month. Once operational, the squadron flew

anti-submarine sorties in the western Mediterranean Sea, with Pilot Officer R. KEADY reporting the

squadron’s first attack on a U-Boat on 31 August 1943. The squadron was now flying six different

versions of the Vickers Wellington, the Mark IC, VIII, X, XI, XII and XIII, and was engaged mainly on

night-time patrols. In October 1943, the Squadron flew 135 operational sorties, in connection with

the Allied invasion of Italy at Calabria, Taranto and Salerno the previous month. By October, Italy

had sought an armistice with the Allies, and was now cooperating with the Allies forces in the

Mediterranean.


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In September 1943, the squadron began converting from Wellington Mk. XII to Wellington Mk. XIV

aircraft, a process completed by November of that year. The Squadron faced opposition from

German Ju 88s while operating over the Mediterranean, with aircraft from the squadron involved

in several attacks from the Ju 88s. On 3 November 1943, Sergeant GALLAGHER attacked a U-Boat,

straddling it with his depth charges. In January 1944, the Squadron made five attacks on suspected

U-Boats in the Mediterranean. In that month, Allied forces landed at Anzio, just to the south of

Rome, with this Squadron amongst several designated to protect and support the convoys travelling

to and from the beachhead. In May 1944, aircraft from the Squadron were involved in two

operations that resulted in the sinking of two U-Boats. U-616 was sunk on 17 May 1944, and U-960

two days later.

The Squadron now had detachments at various airfields across the western Mediterranean. Many

patrols were flown as out and back missions, so the aircraft would take off from the main base at

Blida in Algeria, but land at a detached base to rearm and refuel. Its next mission would then take

the aircraft back to Blida. In April 1944, the Squadron transferred its main base to Reghaia, which

is also located in Algeria. With the decline of U-Boats in the Mediterranean Sea, the role of the

Squadron diversified into anti-shipping patrols and resupply missions to Italian, Greek, and Yugoslav

partisans. In addition, patrols were tasked to search for midget submarines, which were considered

to be a significant threat in the region.

September 1944 found the squadron based at Alghero on Sardinia, still undertaking anti-shipping

patrols in daylight and at night, in particular, looking for human torpedoes or midget submarines, in

the Gulf of Genoa. The squadron flew patrols of one, two or three aircraft up to and including 19

September 1944, on ‘Armed Recce’, ‘Anti-Human Torpedo Recce’, anti E-Boat and anti U-boat

tasks.1 On 10 September, the Squadron Headquarters and Main Maintenance party commenced

their move to Tarquinia in northern Italy, by first embarking in Sardinia to sail for Taranto in southern

Italy, from where they moved by road to Tarquinia. At their destination, they established a tented

camp, but this was destroyed by heavy rains.2 On 22 September, the squadron was ordered back

to the United Kingdom, with effect from 24 September; giving the squadron just two days to

organise the move. All available aircraft (eighteen), with thirty-three ground crew on board, flew

direct to Thorney Island over mainland France. Only one aircraft had to land in the south of France

to refuel, the others making the journey without stopping. Later that same day, the seventeen

aircraft flew on from Thorney Island to R.A.F. Chivenor, where all arrived by 18.00 hours. The

straggler arrived the next day.3

The Squadron Operations Book records:

This was an accomplishment in which the Squadron may feel justly proud. The operational

detachment had been separated from the Squadron Maintenance echelon for over 7 weeks,

but nevertheless brought back 18 of a total of 19 A/C on strength in one day.

1 AIR 27/384/17 2 Ibid 3 Ibid


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The 19th A/C was used to provide spares, as no spares of any description were available to

the Squadron at the time.4

At the time the move to the U.K. was ordered, the main Squadron ground party were only just

assembling at Taranto in southern Italy, having recently arrived by ship from Sardinia. There were

delays in the shipping, which must have placed an additional burden on the Squadron’s new

Adjutant, who was in control of the movement. At first, only personnel who had completed the

required period of an overseas posting, so were time expired, were allowed to return with the

Squadron to the U.K., the remainder being posted to other squadrons in the Mediterranean Theatre.

However, there were various changes in policy

The squadron moved to R.A.F. Chivenor in Devon with its Wellington Mk. XIV aircraft to concentrate

on anti-submarine patrols over the Bay of Biscay and the Western Approaches. It remained at

Chivenor for only six months, before moving to R.A.F. Benbecula in the Outer Hebrides of Scotland.

The squadron disbanded on 4 June 1945, shortly after the end of hostilities in Europe,

The Circumstances of the Crash

At about 00.50 hours, on Tuesday, 26 December 1944, Wellington Mk. XIV, HF.278, took off from

R.A.F. Chivenor on an anti-submarine sortie over the English Channel. The pilot and captain, F/O J.

C. SMITH, R.C.A.F., was flying with his usual air crew on their ninth sortie together, namely:

J/23702 F/O J. C. SMITH, R.C.A.F. Pilot & Captain

137390 F/O S. E. PERRIN, R.A.F.V.R. Second Pilot

1395994 F/Sgt F. E. MINGAY, R.A.F.V.R. Navigator (B)5

1817220 Sgt D. A. COX, R.A.F.V.R. WOp/AG

1644947 Sgt I. M. QUAIFE, R.A.F.V.R. WOp/AG

1812343 Sgt G. E. HADDOCK, R.A.F.V.R. WOp/AG

The starboard engine failed shortly after take-off, meaning that F/O SMITH struggled to keep the

heavily laden Wellington flying in the hope of returning to land at R.A.F. Chivenor, but he knew he

was fighting a losing battle. The aircraft was flying too low for any of the crew to bail out, so F/O

SMITH realised he would have to attempt a crash landing, even though the Wellington was loaded

with depth charges and was full of aviation fuel. F/O SMITH struggled with the controls with his

second pilot, but realising a forced landing was inevitable, he ordered F/O PERRIN back to take up a

crash position behind the main spar. It is believed that the navigator, F/Sgt MINGAY and S/E

operator, Sgt COX, did likewise. Sgt QUAIFE remained at his wireless station.

4 Ibid 5 Coastal Command additionally trained their navigators as air bombers, and once qualified, they were officially designated as ‘Navigator (B)’ to denote they were dual trained.


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At 01.07 hours, after just seventeen minutes of flight, the aircraft crashed at Way Barton Farm, in

the parish of St. Giles in the Wood, near Torrington.6 At first, it appeared that F/O SMITH had pulled

off a miraculous crash landing, but then the aircraft burst into flames. Sgt HADDOCK found himself

trapped in his rear turret, but by using an axe, he managed to extract himself. Sgt QUAIFE managed

to climb out of the cockpit over his pilot, but he jumped to the starboard side, while F/O SMITH

jumped to the port side. Sgt HADDOCK saw his pilot climbing out of the cockpit on fire, so he

grabbed him and rolled him over and over to extinguish the flames. F/O SMITH made an attempt

to rescue the other three men but realising that there was nothing they could do for them, the three

survivors staggered along a hedge bank until they came to a road. Incredibly, at that time of night,

a local man, Mr Herbert TANCOCK, was driving along that road, even though he should not have

been. He was a Special Constable, and he, his wife and daughter, had gone to some relatives who

lived in a farm near the village of Yarnscombe. They were heading home through the snow, and as

it was wartime, his headlights were blinkered and very dim, but Mr TANCOCK saw the three airmen,

and stopped his car. Once he knew what had happened, he asked his wife and daughter to get out

of the car, while he placed the three airmen in the car and drove them to the local hospital in Great

Torrington. Mr TANCOCK dropped F/O SMITH, Sgt QUAIFE and Sgt HADDOCK off at the hospital,

and not wishing to get into trouble for being out at night, he left without giving his name. He then

returned to collect his wife and daughter to take them home. It was only a small, cottage hospital

at Torrington, so the three men were transferred to the North Devon Infirmary at Barnstaple.

Three air crew died in the crash, the Second Pilot F/O PERRIN, and Navigator (B) F/Sgt MINGAY, and

the Wireless Operators/Air Gunner, Sgt COX. As F/O SMITH records in his Flying Log Book simply –

‘Fire! Freddie, Steve Don killed’. During the attempt to rescue his colleagues, F/O SMITH was beaten

back by the flames and heat and sustained severe burns to his hands in consequence. As he himself

said of the crash in reflection:

If the aircraft had not burst into flames, all six would have survived the crash. As it was, three

crew members were trapped inside and could not get out.

The body of Sgt Don COX was buried at St. Augustine’s church, Heanton Punchardon, which

overlooks the airfield at Chivenor. His funeral was held on 30 December 1944, with the Squadron

providing the funeral party and bearers under S/L TREDWELL and W/C WILLIAMS. His relatives were

able to attend the funeral from the West Midlands. The body of F/O PERRIN was taken to Enfield

for cremation, and F/Sgt MINGAY was buried in his home village.

Court of Inquiry

It is presumed that a Court of Inquiry was held into this accident, but full details of the hearing or

the judgment of the court has been located.

6 HADDOCK records the time of the crash as 01.15 hours.


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An extract from the report states:

The pilot was interviewed after the accident, but as he was in a very shocked condition, only

a few particulars could be obtained, and it is considered that these have only limited value at

present. After normal take-off with full operational load, when about to set course over the

aerodrome, it appears that the aircraft became difficult to control due to starboard wing

becoming heavy and then the aircraft nose heavy, but both engines appeared normal to the

pilot. After temporary control had been gained it appears that the aircraft became

completely incontrollable, the revs of the starboard engine fell off, and the aircraft lost height

rapidly in a turn to starboard and struck the ground in a direction back towards the

aerodrome and caught fire. The pilot was trapped when he regained consciousness and had

great difficulty in getting clear with his clothes on fire.

He again became unconscious but afterwards made a gallant attempt to rescue three

members of his crew who could not be located and climbed back into the cockpit but was

knocked down and out of the aircraft by a flash of fire when he lost consciousness again.

Gordon HADDOCK suggested in an interview used for a book that the reason the aircraft crashed

was because of icing.7 He suggested that the carburettors iced up, causing the starboard engine to

fail. In his Flying Log Book, Sgt HADDOCK states that the aircraft developed ‘Trimmer Box trouble’,

and had difficulty flying prior to the engine failure.

The weather conditions for the night of 25/26 December 1944 indicate that there was an area of

High Pressure centred over England and Wales. The surface wind at Chivenor was from the east-

south-east at Force 1, so it was a very light wind. There was no cloud, and the visibility was excellent,

although there was likely to be some shallow haze at ground level. The overnight minimum

temperature at ground level, i.e., on the grass at R.A.F. Chivenor, was – 9 Degrees Celsius. This

meant that there was a heavy frost. The moon was three-quarters of full, and at 01.00 hours, it was

at 37 degrees altitude and at 238 degrees azimuth, so it was in the sky to the south-west. With the

frosty ground, this would have given the pilots an extremely clear night.8

It is not confirmed, but it is likely that with the all-up weight of the aircraft, with a full fuel load and

the depth charges on-board, F/O SMITH used Runway 10, i.e., the main runway parallel with the

River Taw, but taking off towards Barnstaple in an easterly direction to gain as much benefit as was

possible from the marginal headwind available. With an initial cruise speed assumed to be about

140 knots during the climb, HF.278 would have covered up to forty-four miles in the seventeen

minutes following their departure. The distance from R.A.F. Chivenor to the crash site is less than

the distance probably covered by HF.278, suggesting that F/O SMITH was climbing locally before

setting course for his designated patrol area.

7 BOWYER, Chas Voices in Flight – The Wellington Bomber (Barnsley, Pen & Sword Aviation, 2014) [ISBN 9781783831760] Pages 58 – 59. 8 Information supplied by David HOWELLS, a former R.A.F. Meteorological Officer at R.A.F. Chivenor.


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F/O SMITH probably completed a left-hand circuit over North Devon to gain height before heading

back over the airfield at Chivenor to set course for his patrol area. This is when the control problems

with the Wellington began to take effect.

Once the nature of the flight control problems with the Wellington became clear, probably in

consultation with the crew, F/O SMITH must have decided to return to base. On the way back, as

the problems with the starboard engine worsened, it became clear to F/O SMITH that he was not

going to make it back to R.A.F. Chivenor, so he decided to attempt a forced landing. As he was

heading back towards base, the moon would have been behind him, and with a light crosswind, he

could probably identify a safe area in which to crash land the Wellington. The nature of the

wreckage suggests a low impact speed, indicating that F/O SMITH had configured the Wellington as

best he could for the landing. As stated in his evidence, he made a good landing in the

circumstances, and it is likely that all six men would have survived had not the Wellington caught

fire. Carburettor icing is not usually a cold weather problem, but normally occurs in moderate

temperatures and with a degree of high humidity. This does not mean that the failure of the

starboard engine was not caused by this factor, but that it was unusual – particularly at this time of

the year and in this weather.

The Form 1180 (Aircraft Accident Card) states that the Investigating Officer determined that the

accident was the result of starboard engine failure, and in consequence, the pilot being unable to

maintain height, with the aircraft crashing and catching fire on impact with the ground. It stated,

however, that the reason for the starboard engine failure was unknown. This was endorsed by the

Squadron Commanding Officer, and the result of the Court of Inquiry was endorsed by both the Air

Officer Commanding (A.O.C.) No. 19 Group, and the A.O.C-in-C. of Coastal Command.

In 1944, there were not specific instructions for de-icing aircraft as there are today, and the de-icing

fluid now used was not available. The measures taken were often as simple as brushing any snow,

frost, or ice from off the wings, controls, pitot tubes and tail surfaces. The effect of ice building up

on wing surfaces on the aerodynamics of an aircraft has been apparent since the early days of flight.

Although F/O SMITH will have inspected Wellington HF.278 prior to take-off, any residual ice on the

wing surfaces may not have been seen in a visual inspection. As the aircraft climbed slowly, further

ice may have built up, thereby degrading the aerodynamic ability of the starboard wing, and creating

the control problems experienced by F/O SMITH. With a failing starboard engine, and control

problems, it is a testament to the flying skills of F/O SMITH that he managed to force land the

stricken Wellington, as opposed to it stalling and literally falling from the sky.

Accidents Investigation Branch

It is not known whether the accident was investigated by the Accidents Investigation Branch of the

Air Ministry, as no trace of any report has been located.


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The Air Crew

J/23702 Flying Officer John Campbell SMITH, R.C.A.F.

John Campbell SMITH was born on 14 April 1921, the only son of John SMITH and Elizabeth Clark

McLELLAND, both of whom were Scottish immigrants to Canada. John had an elder sister, Margaret,

who was born in 1919. Both Margaret and John were born in Anyox, British Columbia (B.C.), Canada,

which was a remote copper mining community, located on the inner coast of northern B.C., which

existed from 1911 until 1935, when it was abandoned.

John was educated in Anyox and later Vancouver, and he was studying at the University of British

Columbia immediately prior to enlisting in the Royal Canadian Air Force. SMITH enlisted in the Royal

Canadian Air Force (R.C.A.F.) at No 3 Manning Depot on 9 January 1942. He was given the rank of

Aircraftman Second Class, and the service number R/146350. On 13 March 1942, he was posted to

No. 13 Service Flying Training School at R.C.A.F. St. Hubert, in the Province of Quebec. It was usual

to post newly enlisted potential air crew to an operational R.C.A.F. base to familiarise them with the

realities, rules and procedures of serving in the R.C.A.F.. On 10 May 1942, AC2 SMITH was posted

to the Initial Training School at Toronto in Ontario to begin his official training as a potential pilot.

Here he learnt the basic principles of flight, navigation, leadership, rules, and regulations that were

pertinent to a pilot in wartime.

On 2 August 1942, he was promoted to the rank of Leading Aircraftman as a pilot under training

(u/t) and was posted to No. 12 Elementary Flying Training School (E.F.T.S.) at R.C.A.F. Goderich,

Ontario, to commence his flying training. Many of the instructors at this and other E.F.T.S. units

were civilians who were pre-war flying instructors, and who were taken on by the military in the

Second World War to undertake the preliminary training of potential pilots. No. 12 E.F.T.S. used the

de Havilland Tiger Moth biplane, most of which were built in Canada by the firm. This open cockpit,

single-engine biplane was the main initial training aircraft used by the British and Commonwealth

air forces throughout the war. LAC SMITH’s first flight was on 5 August, i.e., three days after his

arrival at the school, and it was a forty-five-minute-long basic introductory flight with Mr. E. L.

TAYLOR. He made another flight with Mr TAYLOR later the same day.

The course was progressive, i.e., it began with simple flying skills and moved on to more complex

and challenging manoeuvres. There were some days of ground instruction, including using the Link

Trainer, an early form of flight simulator, with the days dedicated to flying practice taking the form

of demonstrations by the instructor which the pupil then replicated. With effect from 11 August,

Mr SEELER became a regular instructor to LAC SMITH, although others appear in the Flying Log Book

during the course. LAC SMITH flew his first solo flight on 23 August 1942, and then went solo again

on 25 August. The pattern developed of a demonstration flight, with LAC SMITH then going solo to

practice the disciplines himself. By 28 August, LAC SMITH had progressed to learning to fly by

instruments alone, a key, but demanding, skill required by pilots.


13

The course continued into September, with more advanced flying skills now being included,

including coping with failures and aerobatics. On 3 September, LAC SMITH undertook a progress

check with Mr NOBLE, which was presumably satisfactory, as he continued on the course. On 5

September, he carried out his first cross country flight, and the next day he flew to Crediton and

Milverton, in Ontario (not the towns in Devon or Somerset of the same name). On 25 September,

Mr NOBLE took LAC SMITH for his instrument check flight, and his last flight at this school took place

later this same day. His course was completed on 28 September 1942.

The next stage of the pilots training for LAC SMITH was to attend a Service Flying Training School.

Potential pilots were streamed as either suitable for single-engine or multi-engine aircraft.

Generally, the more mature and steady pilots were directed into the multi-engine stream, but the

decision had much to do with the demands of the Royal Air Force. On 28 September 1942, LAC

SMITH commenced his training at No. 9 Service Flying Training School (S.F.T.S.) at R.C.A.F. Centralia

in the state of Ontario in Canada. This school used the twin-engine Avro Anson trainer, a standard

multi-engine aircraft, also built in Canada under licence.

LAC SMITH carried out his first flight on 29 September, the day after his arrival, and this would have

been to familiarise him with the aircraft and the airfield he would using on his course. His instructor

was P/O WHALLEY, who was his main instructor throughout the course. At a S.F.T.S., most of the

instructors were members of the R.C.A.F., who had performed well in their courses and had been

retained in Canada to train new pilots. LAC SMITH undertook his first solo in the Avro Anson on 6

October, with this being a flight of forty-minutes duration. This was followed by another solo flight

that was ten minutes longer. This course followed a similar progressive syllabus as that at the

E.F.T.S., and featured a demonstration followed by an execution of specified tasks. This included

instrument flying, when a hood would be fitted to restrict visibility to force trainees to use their

instruments instead of visual parameters. Air navigation training sorties began on 4 November, and

these grew into flights of three-hours duration. On 22 November, LAC SMITH progressed to carry

out cross country flights with other trainees, and by himself. Night flying was also introduced at this

stage of the course, with LAC SMITH being required to fly solo at night as well as by day.

On some occasions, LAC SMITH acted as a navigator to another trainee and flew as a passenger,

then they would return the compliment. The course appears to have enjoyed a break over

Christmas and New Year, with flying resuming on 5 January 1943, with LAC SMITH flying as a bomb

aimer for one of his fellow trainees. This was now the advanced stage of the course, and on 16

January, S/L KLUG conducted an instrument check on LAC SMITH and LAC McCORRY. The next day,

F/O MORTON carried out a pilot’s navigation test on LAC SMITH, and several armament flights were

carried out. The climax of the course was the Wings Test, i.e., the test to determine if a pilot was to

be awarded their Flying Badge, known as their ‘Wings’. F/L HUFFMAN carried out this test on 28

January 1943, in a flight that lasted one-hour and ten-minutes. LAC SMITH flew three more training

sorties, including a fatigue test, before the course concluded on 9 February 1943.


14

LAC SMITH was awarded his ‘Wings’ as a qualified pilot and was promoted to the rank of Temporary

Sergeant (paid), the lowest rank that a member of air crew could hold. About 30% of pilots were

commissioned on completing their course at a S.F.T.S.. Those selected for a commission were

judged on their personal attributes, leadership skills, and their flying skills. SMITH was

commissioned in the rank of Pilot Officer in the R.C.A.F., and as an officer, he received a new service

number, J/23702. As P/O SMITH had been streamed for Coastal Command and maritime

operations, he was posted to No.1 General Reconnaissance School at R.C.A.F. Summerside on Prince

Edward Island. His course ran from Saturday, 13 February until Friday, 16 April 1943.

The accommodation had been built for about 1,000 personnel, but at its peak in May 1944, there

were 2,147 military and civilian personnel based there. In that month, 676 trainees were

undertaking course at R.C.A.F. Summerside. The pilots trained for nine weeks, and the navigators,

four weeks. The school used Avro Anson Mk. I aircraft, later upgraded to the Mark V variant. All

the exercises that P/O SMITH undertook at this school were navigation exercises, with instructors

flying the aircraft and the trainee acting as a passenger. His first exercise was on 17 February, and

these progressed through increasingly demanding sorties using dead-reckoning, leading to night

flying and astro-navigation. Each training sortie lasted about two-hours. The last flying exercise

took place on 9 April 1943, and the course concluded at the end of following week. As he was

destined for service overseas, P/O SMITH was granted four weeks leave, prior to reporting to No. 1

‘Y’ Depot at Halifax, Nova Scotia, on 5 May 1943, to prepare to travel to the U.K..

P/O SMITH embarked in Canada on 9 May 1943, and disembarked in the U.K. on 23 May 1943, and

he was posted to No. 3 Personnel Receiving Centre at R.A.F. Bournemouth. On 16 June 1943, P/O

SMITH was posted to No. 6 (Pilots) Advanced Flying Unit ((P) A.F.U.) at R.A.F. Little Rissington,

Gloucestershire. No. 6 (P) A.F.U. was formed on 1 April 1942 at R.A.F. Little Rissington, by the

redesignation of No. 6 Service Flying Training School. Its role was to train pilots that had recently

arrived in the U.K., having been trained to fly abroad under the Empire Air Training Scheme, and to

familiarise them with flying in wartime Britain, in changeable weather, and with the prospect of

enemy air activity ever present.

Although he arrived on 16 June, P/O SMITH did not fly at No. 6 (P) A.F.U. until 1 July 1943, when he

went up for a one-hour-long familiarisation flight with P/O TAYLOR as his instructor. It was also a

case of converting P/O SMITH to a new type of aircraft, as the unit used the Airspeed Oxford, twin-

engine, trainer throughout its courses. On 5 July, P/O SMITH completed three flying exercises with

Sgt NYE as his instructor. The next day, he was airborne with F/O ELY as his instructor, who following

a fifteen-minute flight, authorised P/O SMITH to complete his first solo flight in this type of aircraft.

He took off, completed one circuit, and landed again safely. He then undertook an hour-long flight

with F/O ELY before the close of the day. Two further solo flights took place on 7 and 8 July, after

which, on 8 July, P/O SMITH completed his first exercise on instrument flying at this unit, again with

F/O ELY. Two more flights with Sgt NYE, and two solo flights, were undertaken over the next few

days, until on 12 July, P/O SMITH flew with W/C MEADE on a low and instrument flying exercise.


15

It is likely that W/C MEADE was the Chief Flying Instructor, and that he was also completing a

progress assessment on P/O SMITH. SMITH’s first navigational exercise was held on 13 July with

F/Sgt KENYON, with another the following day. F/O ELY resumed his role as an instructor to P/O

SMITH for some Day/Night flying exercises, after which P/O TAYLOR took him on another navigation

exercise. On 26 July, F/O COLLIER took P/O SMITH for his ‘O’ Test, which comprised a thirty-minute

local flight at R.A.F. Little Rissington.

During his posting to No. 6 (P) A.F.U., P/O SMITH was attached to No. 1523 (Beam Approach

Training) Flight between 21 and 27 July 1943. This was the usual route of progression for multi-

engine aircraft pilots, and the week-long course trained pilots in the correct use of the beam

approach radio equipment then being installed at airfields across the U.K. to allow aircraft to land

in conditions of poor visibility. This Flight was also based at R.A.F. Little Rissington, having been

formed in October 1941 by the redesignation of the 23 Blind Approach Training Flight. The Flight

also used the Airspeed Oxford, meaning there was continuity of type of aircraft for the trainees.

Throughout the course, P/O SMITH had F/O MORGAN as his instructor. They first flew together on

22 July 1943, but on 28 July, S/L BELASCO took P/O SMITH for two assessment flights. F/O MORGAN

returned to take P/O SMITH to the conclusion of the course. During this course, P/O SMITH flew a

total of ten hours.

P/O SMITH returned to No. 6 (P) A.F.U., but he went to No. 3 Night Flying Flight at the base. This

was to undertake the night flying element of the course. Again, he flew the Airspeed Oxford. P/O

SMITH completed his first solo at night on 31 July, with two, night landings. The various sorties

culminated with two, night-flying tests, one on 4 August, and the second the next day. The course

ended on 16 August 1943, with the night flying element consisting of two hours flying in daylight,

and fifteen hours, fifteen minutes at night.

On 17 August 1943, P/O SMITH was posted to No. 6 (Coastal) Operational Training Unit at R.A.F.

Silloth, Cumberland, and joined No. 2 Squadron. On 22 August 1943, P/O SMITH flew a training

sortie of four-hours duration with F/Sgt BEETHAM on a familiarisation and Beam Approach flight.

He then ‘crewed-up’ with a Captain, Navigator (Bomber), and three Wireless Operator/Air Gunners,

as the Second Pilot with a Wellington maritime air crew. The new crew were:

P/O E. A. HENDERSON, R.C.A.F. Pilot & Captain.

J/23702 F/O John Campbell SMITH, R.C.A.F. Second Pilot

J/88088 Sgt John Sumner OWENS, R.C.A.F. Navigator (B)9

Sgt F. C. E. JOLLY10 WOp/AG

1123359 Sgt Leslie MARTIN, R.A.F.V.R. WOp/AG

1315588 Sgt Douglas Horatio STONEHAM, R.A.F.V.R. WOp/AG

9 Coastal Command additionally trained their navigators as air bombers, and once qualified, they were officially designated as ‘Navigator (B)’ to denote they were dual trained. 10 This surname is also spelt JOLLEY on occasions in the Form 541. F/O James Francis Hornby JOLLY died on 14 May 1944 while serving with No. 38 Squadron, aged twenty-two years. It appears that this may be a different person, as the initials do not match. Or it may have been an error in the Form 541.


16

This meant that the pilot, second pilot and navigator were all Canadians and members of the Royal

Canadian Air Force. It is assumed that the three wireless operators/air gunners, were all British.

They completed their first sortie together on 23 August 1943, with a training flight of six-hours,

thirty-minutes duration. The training continued into September, with low-level bombing sorties,

but the flight on 5 September was cut short as a fault developed with the aircraft.

P/O HENDERSON and his crew (including P/O SMITH) completed their course at the O.T.U. on 16

September 1943, and having volunteered for service overseas, they were posted to No. 310 Ferry

Training Unit from 20 until 28 September 1943, at R.A.F. Harwell in Oxfordshire. Their first sortie

from R.A.F. Harwell took place on 20 September 1943, under the guidance of an instructor, F/L

MORTON, for a familiarisation flight. P/O HENDERSON led his crew on their next sortie on 23

September, and the longer exercises on 24 and 25 September. They were flying Vickers Wellington

JA.177, a new Mark XIII variant of the aircraft, in which they would fly out to the Middle East. Some

of the exercises involved fuel consumption tests, as each aircraft varied slightly in its handling and

fuel consumption, so it was important to know how this aircraft performed.

P/O HENDERSON and his crew left R.A.F. Harwell on 28 September 1943, and flew down to R.A.F.

Hurn in Dorset, the home of No. 3 Overseas Aircraft Dispatch Unit. Wellington JA.177 left the U.K.

on 3 October 1943 bound for Morocco. The crews were briefed to fly out and around the Bay of

Biscay to avoid German aircraft, and then to fly down the Portuguese coast and across the entrance

to the Mediterranean Sea to the airfield at Rabat/Sale. This airfield was in French North Africa,

which had been liberated from Vichy control in November 1942, and was now a major staging base

for Allied aircraft to and from the Mediterranean and Middle East. Wellington JA.177 took ten hours

to reach Rabat/Sale, five-hours, thirty-minutes of which were flown in daylight, and the rest at night.

It was usual for the departure from the U.K. to be at night, with the arrival in Morocco in daylight.

The thoughts of the crew can only be imagined as they headed out over the Bay of Biscay, and saw

the sun rise as they approached the Portuguese coast, probably with a degree of excitement, but

not knowing what lay ahead of them.

Having arrived at Rabat/Sale, P/O HENDERSON and his crew spent nearly a fortnight in Morocco

before flying on to Egypt. The next stage was a six-hour flight from Rabat/Sale to Biskra in Algeria

that was completed on 17 October. The next day, they flew from Biskra to Marble Arch in Libya, a

flight that lasted five-hours and thirty-minutes. On 19 October, the last stage was a flight of five-

hours, fifteen-minutes from Marble Arch to Cairo, and Wellington JA.177 was delivered safely to the

R.A.F. in Egypt.

On 17 November 1942, P/O HENDERSON, P/O SMITH, and the rest of the crew were posted to No.

201 Group. Between 17 and 19 November 1943, P/O SMITH was attached to No. 24 P.T.C., having

officially joined No. 38 Squadron with effect from 17 November. On 18 November, the six crew

were flown from Alexandria to Berka, near Benghazi, Libya, which was the base for No. 38 Squadron.


17

The flight took four hours, and was flown by Sgt COCKROFT, who was also joining the Squadron with

his air crew. On 21 November 1943, P/O SMITH, as part of P/O HENDERSON’s crew, joined No. 38

Squadron at Berka, along with five other crews on being posted from No. 201 Group.

The first operational flight carried out by P/O HENDERSON and his crew was on Wednesday, 24

November 1943. They flew in Wellington Mk. XIII, MP.757 (Z/38) and they were airborne at 15.19

hours. Their duty was to provide an anti-submarine escort to a convoy codenamed ‘Raven’. They

landed safely at 21.00 hours, having flown two-hours, twenty-minutes in daylight, and five hours at

night. No incident of note occurred during this sortie.

On Sunday, 28 November 1943, P/O HENDERSON and his crew, with the exception of P/O SMITH,

took off at 12.30 hours in Wellington Mk. XIII, JA.105 (Y/38) on an anti-submarine area patrol. It

appears that for some reason, P/O HENDERSON was accompanied by an Australian, P/O BOWEN,

who was probably a more experienced member of the Squadron. They were airborne at 12.30 hours

and landed safely at 21.00 hours. The next day, P/O SMITH rejoined his crew for an independent

area patrol. They were airborne in Wellington Mk. XIII, MP.742 (D/38) at 17.30 hours, in daylight,

which lasted for thirty-minutes, and they continued the patrol for seven-hours, fifty-minutes at

night. They landed at 01.47 hours with nothing of note to report. Their next sortie was carried out

on 1 December 1943, when they provided a close escort to Convoy ‘Nutshell’. They took off at 16.00

hours in Wellington Mk. XIII, HZ.598 (P/38) and landed safely at 00.40 hours. They again had nothing

of interest to report.

On 4 December, P/O HENDERSON and his crew flew from Berka to St. Jean in Palestine, where No.

38 Squadron was maintaining a detachment. This trip took nearly seven hours, and it was flown in

Wellington Mk. XI, HZ.315. Two days later, F/O HENDERSON and his crew flew from St. Jean to No.

135 Maintenance Unit in Egypt in a Wellington aircraft. On 11 December, F/O JENKINS flew P/O

HENDERSON, P/O SMITH, and their crew from Landing Ground 91 back to St. Jean in Wellington Mk.

XIII, MP.679. P/O HENDERSON then flew this aircraft from St. Jean to Berka on 20 December, a flight

of six-hours, thirty-minutes duration.

On 25 December, Christmas Day, P/O HENDERSON, P/O SMITH, and the crew flew an area patrol or

anti-submarine hunt sortie. They used Wellington Mk. XIII, MP.582 (J/38) and were airborne at

22.19 hours, and they landed safely at 06.40 hours with nothing to report.11 Two days later, they

flew a close escort, anti-submarine, patrol to Convoy ‘Norfolk’, using the same aircraft. They were

airborne at 05.11 hours and landed at 14.12 hours with no incidents to report.12 The year ended

with an anti-submarine escort to Convoy ‘Rump’ on 30 December, using Wellington MP.685 (N/38),

a Mark XIII variant of the Wellington. They took off at 16.47 hours and landed at 00.05 hours.13 The

last sortie of the year was on 31 December, with an anti-submarine close escort to Convoy ‘Datum’.

11 In P/O SMITH’s Flying Log Book, this sortie is shown as occurring on 24 December using Wellington MP.583. 12 Once again, P/O SMITH records this sortie as taking place on 26 December as an escort to Convoy ‘Zipper’. 13 P/O SMITH records this sortie as occurring on 29 December.


18

F/O HENDERSON and his crew were airborne at 12.25 hours in Wellington Mk. XIII, JA.177 (T/38),

and they landed safely at 20.20 hours with nothing to report.

The New Year saw a continuation of activity, uninterrupted by any celebrations. The first sortie of

1944 was flown on 2 January, with the usual anti-submarine close escort, this time to Convoy

‘Waggon’. Both HENDERSON and SMITH are now shown with the rank of Flying Officer (F/O), as

their promotions had now come through to the Squadron. They took off at 12.35 hours in

Wellington Mk. XIII, HZ.381 (F/38) with most of the sortie taking place in daylight. Just three hours

of the eight-hours, thirty-minutes sortie was flown at night. F/38 landed safely at Berka at 21.05

hours, with no incidents to report.

On 6 January, F/O HENDERSON and his crew undertook another patrol, this time as close escort to

Convoy ‘Tryst’, which F/O SMITH records as an Italian cruiser (see photograph – page 45). They flew

in Wellington Mk. XIII, MP.707 (E/38), and they took off at 04.32 hours and landed at 11.12 hours.

This meant that half of the sortie was flown in darkness, and half in daylight.14 On the same day,

F/O HENDERSON and his crew flew E/38 from Berka III airfield to Berka II airfield, a flight time of

twenty-minutes.

The next day, F/O HENDERSON and his crew flew Wellington HZ.381 from Berka III to No. 136

Maintenance Unit, a flight of fifteen minutes duration.15 Sadly, on 6 January, two Wellingtons from

No. 38 Squadron failed to return from convoy escort duties. Wellington Mk. XIII, HZ.727 was last

plotted at 20.44 hours, and then disappeared. The crew were:

J/14014 F/O Kenneth Robert MUNRO, R.C.A.F. Pilot & Captain

1436513 F/Sgt Ivan COLES, R.A.F.V.R. Second Pilot

1389233 F/Sgt Harold CHERNS, R.A.F.V.R. Navigator (B)

1330314 F/Sgt Ronald Frederick LEDGER, R.A.F.V.R. WOp/AG

1313481 Sgt John HARRIS, R.A.F.V.R. WOp/AG

1334532 Sgt Kenneth Allan WRIGHT, R.A.F.V.R. WOp/AG

Twenty-five-year-old F/O MUNRO, R.C.A.F., was the son of Henry and Mary MUNRO, of New

Glasgow, Nova Scotia, Canada. F/O MUNRO is commemorated on Column 281 of the Alamein

Memorial in Egypt. Twenty-year-old F/Sgt COLES came from Rounds, Northamptonshire, and he is

commemorated on Column 279 of the Alamein Memorial, as is twenty-year-old F/Sgt CHERNS, who

came from Finsbury Park, Middlesex. Twenty-year-old F/Sgt LEDGER, who came from East

Greenwich, London, is commemorated on Column 280, and so is twenty-one-year-old Sgt HARRIS,

who came from St. George in Bristol. Finally, Sgt WRIGHT from Cambridge is commemorated on

Column 281 of the Alamein Memorial.16

14 In F/O SMITH Flying Log Book, this sortie is shown as being carried out on 5 January. 15 It appears that the serial HZ.381 was not issued, although it is in the middle of a batch of Mk. X or XI aircraft. 16 COLES, CHERNS and LEDGER are all shown on the Form 541 with the rank of Sergeant.


19

The other aircraft that failed to return was Wellington Mk. XIII, MP.679, which was also engaged on

convoy escort duties. It was last plotted at 21.01 hours, and the ship under escort reported that the

Wellington providing the escort was joined by another Wellington at 19.00 hours, but after 21.05

hours, no further radar contact was made, and at that time, fire and smoke were seen at about

twelve miles from the ship. The crew of this aircraft were:

A/400775 F/O William Howard BOWEN, R.A.A.F. Pilot & Captain

J/18635 F/O Lloyd George DALGLEISH, R.C.A.F. Second Pilot

A/401301 F/O Jack Alexander CLEARY, R.A.A.F. Navigator (B)

142847 F/O Morris George TURNER, R.A.F.V.R. WOp/AG

A/401410 F/O Robert Ernest BERKLEY, R.A.A.F. WOp/AG

J/17011 F/O Robert Howard HEAD, R.C.A.F. WOp/AG

None of the air crew were recovered, so twenty-nine-year-old F/O BOWEN is commemorated on

Column 281 of the Alamein Memorial. He was the son of William and Evelyn May BOWEN, of

Canterbury, Victoria, Australia. Twenty-seven-year-old Canadian F/O DALGLEISH is commemorated

on the same column. F/O TURNER was a South African serving in the Royal Air Force Volunteer

Reserve, and he is commemorated on Column 279 of the Alamein Memorial. CLEARY came from

Sorrento, Victoria, Australia, twenty-two-year-old F/O BERKLEY came from Elwood, Victoria,

Australia, and twenty-two-year-old F/O HEAD came from Sidney, British Columbia, Canada, and all

three are commemorated on Column 281 of the Alamein Memorial.17

On 8 January, F/O HENDERSON and F/O SMITH piloted Wellington Mk. XIII, MP.616 (O/38) on a four-

hour long air/sea rescue search for the two missing Wellingtons from the Squadron. They were

airborne at 12.25 hours, and they landed at 16.15 hours, with the aircraft being damaged by hail

during the sortie. They found no trace of either aircraft, or of any of the twelve crew. This must

have been sad for F/O HENDERSON and his crew, as they would have known all the missing men

well from within the Squadron. HENDERSON had flown with F/O BOWEN shortly after arriving at

the Squadron. It was subsequently believed that the two aircraft had collided with one another, in

darkness, and that there were no survivors.

On 12 January, F/O SMITH accompanied F/O MASTERTON on a flight from Berka III to R.A.F. Shallufa

in Egypt. Here he attended a short course at No. 5 Middle East Training School on the use of flares

for attack and search, and air photography. F/O SMITH undertook two training sorties whilst based

at No. 5 M.E.T.S., both in Wellington aircraft. He flew back to Berka III with F/O PARKS in Wellington

MP.707 on 21 January 1944.

On 25 January 1944, F/O HENDERSON led his crew on an air/sea rescue search which lasted for five-

hours, forty-five minutes. This sortie is not shown in the Form 541 completed by No. 38 Squadron.

Their next operational sortie was carried out on 27 January, on Portalago harbour on the island of

Leros. They flew in Wellington Mk. XIII, MP.761 (X/38), and took off at 00.10 hours.

17 All six officers are shown with the rank of P/O on the Form 541.


20

They found 10/10ths cloud over the target, and experienced icing conditions. The aircraft suffered

damage from ice, and so F/O HENDERSON decided to land at El Adem in Egypt instead, which they

did so at 07.00 hours. Later that day, they made the one-hour, forty-five-minute-long flight back

from El Adem to base at Berka III.

The next trip proved to be fateful for F/O HENDERSON. It was to provide a close escort to Convoy

‘Venus’, and they took off at 04.00 hours in Wellington Mk. XIII, HZ.791 (C/38). The first three-hours,

thirty-minutes of the flight were in darkness, but the rest of the flight took place in daylight. They

landed safely at 11.10 hours, back at base. There is poignant note in F/O SMITH’s Flying Log Book,

‘F/O nerves shot to hell – Last trip.’ It is presumed that this refers to F/O HENDERSON, as on 18

February 1944, he was posted to No. 22 Personnel Transit Centre at Almaza in Egypt, with effect

from 13 February, for disposal by a Re-selection Board.

In consequence of the posting of F/O HENDERONS, P/O SMITH joined F/O URWIN as his second

pilot, and he first flew with him on 10 February 1944 for an air test in Wellington Mk. XI, HZ.284

(M/38), that lasted one-hour. In doing so, he transferred from ‘B’ Flight to ‘A’ Flight within the

Squadron. At 20.30 hours on Sunday, 13 February 1944, using the same aircraft, F/O URWIN and

his air crew took off on an offensive shipping search around Suda Bay, Crete, and Piraeus, Greece.

The crew were:

F/O C. URWIN, Pilot & Captain

P/O J. C. SMITH. R.C.A.F. Second Pilot

F/O A. DRIVER, Navigator (B)

W/O R. JENKINS, WOp/AG

F/Sgt A. MAXWELL, WOp/AG

Sgt E. ASLETT, WOp/AG

M/38 carried four 250 lb bombs, but as there was no sightings of interest, they were not used, with

M/38 landing safely at 06.00 hours after a sortie of nine-hours, thirty-minutes duration.

On 15 February, F/O URWIN and his crew flew Wellington Mk. XI, MP.616, on a low-level bombing

training sortie. Two days later, Wellington Mk. XI, HZ.308 (A/38) was used by F/O URWIN for a

shipping strike sortie over the Aegean Sea. He took off at 23.30 hours and landed at 06.10 hours.

A/38 and the other three Wellingtons undertaking this operation, were forced to return early as bad

weather was encountered, including electrical storms. On 20 February, F/O URWIN and his crew

flew in Wellington Mk. XIII, HZ.866, from their base to Gambut, and returned to base, a flight of

three-hours, fifty-minutes duration. The next day, using the same aircraft, they flew from Berka to

Kilo 40, then onwards to Cairo West, and then back to base. This flight lasted nine hours, forty

minutes, the majority carried out in daylight.


21

On 22 February, F/O URWIN used Wellington Mk. XI, HZ.284 (M/38), and took his crew on an

offensive sweep on the south Aegean Sea, with an alternative target of Candia Harbour. They took

off at 19.30 hours, and diverted to Candia Harbour, which they illuminated with flares. Four other

Wellingtons from the Squadron were part of the operation. M/38 dived to 2,000 feet and they

sighted bomb bursts along the waterfront as the other Wellingtons dropped their bombs on the

harbour. They also saw one aircraft descending in flames, and later, in the water just outside the

boom, F/O URWIN thought he saw a parachute by the light of the flares. M/38 landed safely at

03.40 hours, to find out that Wellington MP.643 (P/38) had failed to return. The crew were:

121364 F/O Richmond Hampton PUGH, R.A.F.V.R. Pilot & Captain

1091733 Sgt Francis Robert SIMMONS, R.A.F.V.R. Second Pilot

J/86946 W/O Ronnie George CASSIDY, R.C.A.F. Navigator (B)

R/108328 W/O II George Delson PETTES, R.C.A.F. WOp/AG

R/1211618 W/O I James Armistice CASTLE, R.C.A.F. WOp/AG

1385096 Sgt Frederick James EVERITT, R.A.F.V.R. WOp/AG

Twenty-five-year-old F/L PUGH is commemorated on Column 279 of the Alamein Memorial, Egypt.

He was the son of William and Gladys Richmond PUGH, of West Kirby, Cheshire. Twenty-two-year-

old Sgt SIMMONS came from Darlington, County Durham, and he is commemorated on Column 280

of the Alamein Memorial. The Navigator was a Canadian, P/O CASSIDY, who was aged twenty-two

years, and came from Vancouver, British Columbia. He is commemorated on Column 281 of the

Alamein Memorial. Two of the wireless operators/air gunners were also Canadians. Twenty-six-

year-old W/O II PETTES is commemorated on Column 282 of the Alamein Memorial, and he was the

son of Rufus and Isabella PETTES, of Ormstown, Province of Quebec. W/O I CASTLE is also

commemorated on Column 282 of the Alamein Memorial. The third WOp/AG was twenty-four-

year-old Sgt EVERITT, who was married to Sheila EVERITT, and came from Roxwell, Essex. He is

commemorated on Column 280 of the Alamein Memorial.

F/O PUGH was also a member of ‘A’ Flight, and he had flown with F/O URWIN on their last sortie

overnight 13/14 February. On this occasion, he had a different crew. Sgt SIMMONS was his second

pilot, and W/O CASTLE was one of the wireless operators/air gunners, but the navigator was Sgt A.

DENNETT, with a Canadian. F/Sgt F. EVERETT, and F/Sgt J. FREEMAN were the other wireless

operators/air gunners. Even though F/O URWIN thought he saw a parachute, there were no

survivors from P/38, which was probably brought down by anti-aircraft fire over Candia.

On 24 February, F/O URWIN and his crew took Wellington Mk. XI, MP.582, from their base at Berka

to No. 136 Maintenance Unit. They presumably were brought back to base by road, as their next

flight was an operational one. Using Wellington Mk. XI, MP.608 (B/38), they took off at 23.30 hours

on Sunday, 27 February, to provide an anti-submarine escort to Convoy ‘Nursemaid’. There were

no incidents of note, and they landed safely at 08.50 hours. During the month of February, P/O

SMITH had completed four operational sorties.


22

The month of March commenced with an Air Test of Wellington Mk. XI, MP.582, which lasted one-

hour, twenty-minutes. On 3 March, F/O URWIN and his crew took off at 14.05 hours to provide

close cover and a relative area patrol to a convoy.18 They flew in Wellington Mk. XI, HZ.534 (C/38)

and the patrol lasted eight-hours, forty-five minutes. They landed safely at 22.50 hours with nothing

to report.

The next sortie undertaken by F/O URWIN, F/O SMITH and their crew was anything other than

routine. They took off at 18.05 hours in Wellington Mk XIII, JA.350 (H/38) on a trip to bomb shipping

in Santorini Harbour, on the island of the same name in the Dodecanese. H/38 was one of six

Wellingtons from the Squadron deployed on this operation, and H/38 carried four 500 lb bombs.

They bombed the harbour from 6,000 feet, and they saw bursts in the water in the south-east corner

of the bay. There was no flak for the British aircraft to be concerned about. On their way base to

base at Berka, H/38 sighted a German Ju 52, tri-engine transport aircraft flying at 100 feet.

They attacked this aircraft and the gunners scored hits on the starboard engine of the Ju 52, which

was then seen to dive into the sea. Ten minutes later, H/38 sighted another Ju 52 flying at 100

towards Crete, and the Second Pilot, F/O SMITH (manning the front turret) and the Rear Gunner

scored hits on the cockpit and engines of the enemy aircraft. This aircraft was also seen to dive into

sea in flames. To cap off this sortie, H/38 then sighted a small launch, about 100 feet in length,

north of Antikyshera, and attacked it with machine gun fire. Hits were observed, and as the launch

was not seen the next morning, H/38 was credited with sinking it. They landed back at base at 00.55

hours, and as F/O SMITH so eloquently wrote in his Flying Log Book: ‘What a Line!! What a Trip!!’.

This sortie is covered by just two lines in the Squadron’s Form 541, but a fuller account was

published in Canada’s Weekly magazine of 14 April 1944. It reads:

On such a trip last month, one R.A.F. Wellington, with an R.C.A.F. second pilot in the nose

turret, turned night fighter on the way home from a bombing attack and destroyed to Ju 52

transports, as well as shooting up a motor launch.

The twin-engine bomber made a swift stern attack before the lumbering Nazi machine knew

it was there. ‘He didn’t have a clue,’ said the second pilot, a flying officer from Anyox, B.C. ‘I

was standing beside the captain when we sighted the Jerry and I went down to the nose and

took the front guns. We attacked from the stern and since we were much faster than the 52

we were able to rake him with the front guns and then give him a dose of the rear turret as

we passed. I saw hits from my guns and the rear gunner gave him a good lashing. He fired

back from his free gun but didn’t hit us. We saw him go down into the sea.

18 The Form 541 shows the Convoy as being codenamed ‘Rump’, while F/O SMITH calls it ‘Zipper’.


23

Twelve minutes later, the second Junkers was sighted and attacked in the same way. The

English rear gunner made no mistake and sent it screaming into the sea. The Canadian (F/O

SMITH) had never before taken a turret in combat. Being a bomber pilot, his only experience

with guns has been during operational training when he was taught considerable gunnery.

After that sortie, the next one was bound to be an anti-climax. At 16.55 hours, on 20 March, F/O

URWIN and his crew lifted off in Wellington Mk. XI, MP.600 (B/38) to provide an anti-submarine

close escort to Convoy ‘Novelty’. The eight-hour long flight passed off without incident, and B/38

landed safely at 00.55 hours. The same Wellington was used again on 22 March for another anti-

submarine close cover patrol to a convoy. This sortie lasted six-hours, five-minutes.19

The last patrol that F/O SMITH flew with F/O URWIN occurred on 24 March, when they flew

Wellington Mk. XIII, EZ.726 (A/38) on a close escort to Convoy ‘Neighbour’. For this sortie, the six

air crew were:

F/O C. URWIN, Pilot & Captain

F/O J. C. SMITH, R.C.A.F. Second Pilot

F/Sgt McMASTER, Navigator (B)

F/Sgt P. VIRESE, WOp/AG

Sgt J. ASLETT, WOp/AG

F/O M. HARMAN, WOp/AG

They took off at 16.50 hours, but the S/E failed at 21.15 hours, so F/O URWIN decided to return to

base, which they did at 22.55 hours.20

The last sortie that F/O SMITH flew with No. 38 Squadron was carried out on 6 April 1944.21 For this

trip, he flew with F/L MARTIN and his crew, using Wellington Mk. XIII, JA.359 (D/38). The air crew

on this sortie were:

F/L N. MARTIN, Pilot & Captain

F/O J. C. SMITH, R.C.A.F. Second Pilot

F/O S. JENKINS, Navigator (B)

Sgt R. REEVES WOp/AG

Sgt R. TORRANCE WOp/AG

Sgt D. WHITE, WOp/AG

Their task was to escort and provide anti-submarine cover to Convoy ‘Extended’. They took off at

23.55 hours, but when their S/E failed, they returned to base, landing at 05.30 hours.

19 There is a page in the Form 541 that is unreadable that covers this date, hence, the details of this sortie are taken from the Flying Log Book of F/O SMITH. 20 This sortie does NOT appear in F/O SMITH’s Log Book. It appears to be a different sortie to that flown on 22 March, as a different aircraft is used. 21 F/O SMITH records the date of 5 April 1944 for this sortie, whereas the Form 541 records 6 April 1944.


24

On the day that F/O SMITH completed his first tour, he had to endure the shock that three of his

colleagues from his first crew, the one captained by F/O HENDERSON, failed to return from an

operational patrol. On 6 April 1944, Wellington Mk. XIII, MP.796 (J/38) left base for a rover patrol

in the Western Aegean, but they did not return to base. No signal was received, and no news was

received about their loss.

The three colleagues of F/O SMITH were the navigator, John OWENS, and two of the wireless

operator/air gunners, Les MARTIN and Doug STONEHAM. Twenty-one-year-old J/86088 P/O John

Sumner OWENS, R.C.A.F., was the son of Herbert Thomas and May Sumner OWENS, of St. Lambert,

Province of Quebec. He is commemorated on Column 282 of the Alamein Memorial in Egypt.

Twenty-six-year-old 1315588 Sgt Douglas Horatio STONEHAM, R.A.F.V.R., who came from

Brynmenyn, Glamorgan, is commemorated on Column 280 of the Alamein Memorial. Thirty-one-

year-old 1123359 Sgt Leslie MARTIN, R.A.F.V.R., was married to Phyllis MARTIN, of Thorpe

Constantine, Staffordshire, and he commemorated on Column 280 of the Alamein Memorial. Their

loss proved to have a profound effect on F/O SMITH for the rest of his life.

The other three men lost with Wellington J/38 were its pilot and captain, twenty-five-year-old 36118

F/L Arthur Herbert GREEN, R.N.Z.A.F., who was the son of Herbert Edmund and Florence Elizabeth

GREEN, and was married to Agnes Anderson GREEN, of Sandringham, Auckland, New Zealand. His

was the only body recovered, and he is buried in Grave 7.D.13 of the Phaleron War Cemetery, in

Greece. The second pilot was another Canadian, twenty-three-year-old J/85396 P/O James Taft

HEMSWORTH, R.C.A.F., who came from Gull Lake, Saskatchewan, Canada. He is commemorated on

Column 281 of the Alamein Memorial. The third wireless operator/air gunner was 1169031 W/O

Peter Phillip COWAN, R.A.F.V.R., who is commemorated on Column 279 of the Alamein Memorial.

F/O SMITH completed his Tour flying as a Second Pilot, having flown twenty-five sorties with No. 38

Squadron. This comprised two-hundred and sixteen-hours, forty minutes in daylight, and one-

hundred and thirty-one hours at night, of which two-hundred and thirty-four hours, forty minutes

were flown on operations. On 7 April, F/O SMITH was one of four pilots dispatched from No. 38

Squadron to No. 1 Aircrew Reception Centre at Jerusalem to await a Captain’s course at an

Operational Training Unit. He was flown out of Berka III to Lydda in Palestine by Lt. SCOTT (a South

African) in Wellington HZ.866, a flight that took six-hours.22

In June 1944, P/O SMITH was posted to ‘V’ Flight of No. 78 Operational Training Unit (O.T.U.), which

was based at R.A.F. Ein Shemer, also in Palestine. This O.T.U. was formed on 1 February 1944 to

train Wellington air crew for maritime operations in the Mediterranean theatre. Here he joined up

with his air crew, with whom he was to fly with up to that fateful flight in December 1944. These

were F/O PERRIN (Second Pilot), Sgt MINGAY (Navigator (Bomber)), and three Wireless

Operators/Air Gunners, namely Sgt QUAIFE, Sgt COX, and Sgt HADDOCK.

22 The Form 541 gives the date that F/O SMITH was flown out of Benghazi was 8 April.


25

They first flew together on 20 June 1944, under the instruction of F/O PRIESTLEY, in a Wellington on

a flight to Cyprus, Egypt, and back to Base; a total during of four hours and five minutes. On 22 June,

P/O SMITH led his crew on a five-hour, forty-five-minute-long operational flying exercise. On 24

June, F/O PRIESTLEY took P/O SMITH and his crew on a low-level bombing exercise, which they then

repeated by themselves later the same day. On 25 June, F/O PRIESTLEY was again instructing P/O

SMITH and his crew on a night operational flying exercise of three-hours duration. 26 and 28 June

saw a stick bombing exercise at low level, and then at medium level, followed by a six-hour, twenty-

minute-long night flying exercise. The month finished with an air firing exercise.

The month of July saw a continuation of the operational training for P/O SMITH and his air crew.

One included F/O PRIESTLEY for a fighter affiliation exercise, but otherwise, P/O SMITH was in

command of the sortie. Two of these were long, night-time exercises, while the others were

undertaken in daylight. On 11 July 1944, P/O SMITH completed his course with No. 78 O.T.U., and

he was assessed as ‘Above Average’ as a General Reconnaissance pilot, and ‘Above Average’ in

terms of bombing. He had flown just over sixty hours in daylight, and fifty hours at night. W/C

WILLIAMS certified that P/O SMITH’s first tour of operations was completed.

P/O SMITH and his crew were posted to No. 22 Personnel Transit Centre on 23 July 1944, and then

to No. 1 S.P.D. on 3 August 1944. They were posted to No. 36 Squadron in the British North African

Force, flying Vickers Wellington Mk. XIV aircraft, with effect from 14 August 1944. These aircraft

were fitted with both the 10 cm rotating radar scanner, and the Leigh Light. Their purpose was to

detect and attack enemy submarines (U-boats). No. 36 Squadron was based at Reghaia in Algeria,

and it was engaged in maritime operations in the Mediterranean.

The first flight that F/O SMITH undertook with his new Squadron occurred on 22 August 1944. This

was an air test and low-level bombing training sortie that lasted one-hour, fifteen-minutes. For this

flight, F/O SMITH was accompanied by W/O ROBERTS from the Squadron. On 27 August, they flew

in Wellington R/36 on their first operation. F/O SMITH was accompanied by F/L HUTTON, and W/O

WILLIAMS accompanied the crew on this sortie. They patrolled from Reghaia to Alghero in Sardinia,

a flight of two-hours, thirty-minutes duration. Later that day, they flew back in transit from Alghero

to Base, which took three-hours, twenty-minutes. On 29 August, F/O SMITH took Sgt COX and Sgt

QUAIFE to practice homing onto targets identified by the radar, known officially as Special

Equipment (S/E), and also to practice low-level bombing. They flew in Wellington Mk. XIV, MP.816,

and for this training sortie, they were accompanied by W/O COOK.

The month of September opened with and high-level bombing training sortie, followed by a S/E

homing exercise and a low-level bombing flight, the latter accompanied by F/O JOHNSTONE.23

23 Due to the disruption caused by the Squadron’s various moves in the month of September, there is no Form 541 (Detail of Work Carried Out) for this month, so the events detailed in this booklet are taken solely from the Form 540 and F/O SMITH’s Flying Log Book.


26

Another S/E homing and low-level bombing training flight was carried out on 4 September, but this

time F/O SMITH and his crew were accompanied by F/L HUTTON, who was no doubt assessing the

crew, and advising them where necessary, on the team work so essential in operating the Mk. XIV

Wellington with its air to Surface Vessel radar and Leigh Light.

The first operational sortie that month took place on 7 September, when flying Wellington Mk. XIV,

E/36, F/O SMITH and his crew undertook an anti-submarine sweep between Regahaia and Alghero,

a flight of two-hours, thirty-minutes. Two days later, they carried out an armed reconnaissance

sortie in Wellington K/36, armed with four 250 lb bombs. They sighted a convoy of six barges,

escorted by two enemy vessels, off Genoa, and dropped their bombs by the light of flares. F/O

SMITH and his crew felt that that had scored a probable hit on one of the vessels. They encountered

light and heavy flak, but the aircraft was not hit. They returned to base safely after being in the air

for six-hours, twenty-five minutes.

On 12 September, F/O SMITH and his crew carried out an anti-human torpedo search off the coast

of Nice and San Remo in Wellington L/36. By now, the Germans and their Italian belligerents were

using human torpedoes and mini-submarines, as the larger U-boats were struggling to operate in

the Mediterranean. During the six-hour, forty-five-minute sortie, they failed to sight any mini

submarines, but they chased an E-boat into San Remo harbour, where they were subjected to some

accurate flak.

On 15 September, F/O SMITH and his crew were airborne in Wellington Mk. XIV, HF.358 (J/36) on

an armed reconnaissance patrol off the coast of Liguri and Porto Maurizio in northern Italy. The

Wellington was armed with two-hundred and fifty flares to illuminate targets for other aircraft to

attack. Again, they did not sight anything of interest, but they were subjected to accurate flak from

Albenga, which F/O SMITH noted as ‘Damned Accurate’.

This was to prove the last operation in the Mediterranean for F/O SMITH and his crew, as No. 36

Squadron was now to be posted back to the U.K. to boost the campaign against the new U-boats

emerging, and the schnorkel-equipped U-boats operating in the English Channel and around the

coast of southern England and Wales. On 18 September, F/O SMITH left Alghero and flew to

Tarquinnia in Italy in Wellington Mk. XIV, HF.358 (J/36). He took LAC HARVEY with them as a

passenger, no doubt one of the ground crew of the Squadron. This first stage of the journey home

lasted two-hours. They found the conditions at Tarquinnia dreadful, and it was probably with a

sense of relief, that they left on 26 September to fly to the U.K.. F/O SMITH was at the controls of

Wellington Mk. XIV, NB.773 (E/36), and they carried LAC HARVEY and LAC WHITTAM on this seven-

hour flight. As most of France was now liberated, they were able to follow a route that took them

over Toulouse, Poitiers and Coutance to land at R.A.F. Thorney Island in Hampshire. After refuelling,

they completed the last one-hour, twenty-minute element of the flight from Thorney Island to R.A.F.

Chivenor in North Devon, their new home.


27

The month of October 1944 was taken up with training in the form of lectures, ground instruction,

and training sorties. F/O SMITH and his crew took to the North Devon skies for the first time on 2

October, for a three-hour long training flight to practice radar homings. They did the same on 3 and

4 October, and then on 7 October, they added low-level bombing to their itinerary. On 8 October,

F/O SMITH and his crew flew to R.A.F. St. Mawgan in Cornwall and returned later the same day. F/O

SMITH and his crew flew a night-time training sortie on 10 October in order to test the Leigh Light

and practice in its use. Low-level bombing and gunnery were practiced on 12 October, after which

there was a break until a night-flying exercise on 29 October. This period was probably the first

period of leave granted the air crews on their return to the U.K.. The month finished with a

consumption test on 31 October.

No. 36 Squadron conducted its first operational sorties from R.A.F. Chivenor on 1 November 1944,

and F/O SMITH and his crew were one of the five aircraft briefed to undertake a box patrol in the

South-West Approaches. They flew in Wellington Mk XIV, R/36, and their sortie lasted nine-hours.

None of the patrols sighted anything of interest that night. A training exercise followed on 3

November, with the next operational sortie taking place on 13 November. F/O SMITH flew

Wellington F/36, on an eleven-hour, five-minute overnight anti-submarine patrol of the English

Channel. The length of these sorties shows the necessity of having a second pilot to fly some of the

time, and the demands on the crew to stay awake and alert throughout.

The last sortie of the month was carried out on 29 November. F/O SMITH and his usual crew took

off at 21.40 hours in Wellington Mk. XIV, H/36, to undertake a creeping line ahead patrol. After

being in the air for about an hour, the starboard engine failed. Fortunately, the skill of F/O SMITH

to fly the heavy aircraft on one engine, meant that H/36 landed safely back at R.A.F. Chivenor at

23.50 hours without incident.

December 1944 commenced with a low-level bombing training sortie on 1 December, and then on

4 December, F/O SMITH and his crew were detached to attend the Joint Anti-Submarine School at

R.N.A.S. Maydown in County Londonderry, Northern Ireland. They flew in Wellington Mk. XIV, G/36,

to Maydown, and then onward to the nearby based at R.A.F. Limavady. Their course started on 5

December, with a simulated attack on a surfaced submarine, for which they were accompanied by

a Royal Navy Lieutenant. On 8 December, they had a Royal Navy Lieutenant Commander and a

Lieutenant with them for their next exercise, which lasted three-hours, fifteen minutes. On 18

December, they carried out two schnorkel exercises in the company of two Royal Navy Lieutenants,

and then later that same day, they flew back to R.A.F. Chivenor. It was demanding on the air crew

to be able to locate and identify such a small target as a submarine’s schnorkel, and then to launch

a successful attack on the submarine, so this course was intended to equip the Wellington air crew

to be able to achieve this feat.


28

Having returned to R.A.F. Chivenor, F/O SMITH and his crew completed two more training exercises

before Christmas, and then probably celebrated Christmas Day with the rest of the Squadron.

Boxing Day dawned as yet another day, but it was to prove a fateful day for F/O SMITH and the five

men who formed his air crew.

Sgt QUAIFE suffered facial burns, and SMITH suffered burns to his face and body, and severe burns

to his hands, particularly his left hand. He and Sgt QUAIFE were taken to the North Devon Infirmary

at Barnstaple, and after initial treatment, they were transferred to the Station Sick-Quarters at R.A.F.

Chivenor. On New Year’s Eve, F/O SMITH was flown to R.A.F. St. Athan by air ambulance, where

there was a large military hospital which had a specialist burns centre. He found his experience at

R.A.F. St. Athan horrific, and he was told that nothing could be done to repair his hands. He was

told to face the likelihood of having the fingers on his left hand amputated, and the possibility of

having his right hand amputated. One of the nurses at this hospital had trained at the Queen

Victoria Hospital in East Grinstead, which had developed as a specialist centre for treating air force

burns victims, and she suggested that SMITH received a second opinion. F/O SMITH declined

treatment at St. Athan, and he insisted on a transfer to East Grinstead.

It took all-day to travel from South Wales to Surrey, with F/O SMITH dosed up on morphine, but as

soon as he arrived, Dr TILLEY examined him. The doctor was still wearing blood-soaked uniform and

his surgical mask, and he decided to operate immediately when he saw an infected area. SMITH

was prepared for surgery and was in the operating room within an hour. Dr TILLEY worked on both

hands at the same time, as gangrene was setting in. The operation lasted for four hours, and when

SMITH woke up, he found Dr TILLEY looking over him. The conversation he had with Dr TILLEY was

brief, but to the point. He still had his hands, and the surgeon gave him a good deal of optimism

that they would be good in the future. Dr TILLEY worked for the pioneer Dr Archibald McINDOE,

who did so much to advance the science of the treatment of burns, and reconstructive surgery.

On 20 August 1945, the now promoted F/L SMITH was repatriated back to Canada, where he

received further treatment at the Christie Street Hospital in Toronto, where he had two further

major operations. He had met a Margaret SMITH while training in Ontario, and they corresponded

throughout the war. They became engaged while he was serving with No. 38 Squadron in Algeria.

John and Margaret married in December 1948 in her hometown of Galt, Ontario, and they enjoyed

a long and happy marriage together, with three children to add to the family.

John SMITH attended the University of Toronto, where he obtained a Bachelor of Science degree in

Mechanical Engineering, and he worked as an engineer in the paper making and related industries

in Canada and the United States of America. Margaret died in Canada on Canada Day (1 July) 1981,

and following her death, John moved to live in Naples, Florida, until her death in 1981. He had

promised Margaret that he would never fly again, but after her death, John took lessons towards

obtaining his private pilot’s licence, and when he showed his temporary licence to Ross TILLEY, he

remarked, “I told you you’d be able to fly again.” John SMITH married his second wife, Barbara, in

Florida, and they lived out his retirement together until his death in 2015.


29

An organisation called the Guinea Pig Club was established in 1941 by Archie McINDOE to provide

mutual support for the patients treated at East Grinstead. It was named as such because Guinea

Pigs were used for experiments in medicine, and the patients were, in effect, being used to

experiment with new techniques in treating burns victims. After the war, annual reunions were

held, with John SMITH being an enthusiastic member of the club, who attended the reunions up to

and including the sixtieth, but then his age precluded him travelling to the U.K.. Dr TILLEY

maintained an overview of SMITH’s care and performed some more operations in the 1950’s. When

SMITH turned up at reunions of the Guinea Pig Club, Dr TILLEY would examine his hands and say,

“Not bad, not bad at all.”

John SMITH remained eternally grateful to Dr Archibald McINDOE and Dr Ross TILLEY for their

dedicated care and skill. He credits them for saving his hands, and thereby, allowing him to enjoy

his life and live it to the full.

137390 Flying Officer Stephen Edward PERRIN, R.A.F.V.R.

Stephen Edward PERRIN was born on 23 March 1914 in Hackney, London. His father was Walter

James PERRIN, and his mother was Rosetta PERRIN (nee ELLIOTT) (1872 – 1941). Stephen was the

youngest of twelve children, his siblings being:

• Elizabeth Rosetta PERRIN (1892 – 1962),

• Walter James Horace PERRIN (1894 – 1914),

• Elsie Louisa PERRIN (1896 – 1972),

• Lilian Victoria PERRIN (1898 – 1959),

• Violet Hannah PERRIN (1899 – 1927),

• Beatrice May PERRIN (1901 – 1961),

• Alice PERRIN (1903 – ?),

• Alfred PERRIN (1905 – 1956),

• Frederick William PERRIN (1907 – 1979),

• Phyllis Lydia M. A. PERRIN (1908 – ?),

• Arthur Richard PERRIN (1910 – 1965).

Stephen was baptized on 12 April 1914, shortly before the death of his brother, Walter, who died in

France on 30 October 1914. His sister, Violet, died on 13 July 1927 in the National Hospital for

Disease of the Heart at St. Marylebone, London. In 1939, Stephen was living with his parents at 105,

Milton Grove, Stoke Newington, London, and he was employed as a taxi-cab driver.

PERRIN enlisted in the Royal Air Force Volunteer Reserve and was granted the service number

1332578. He was commissioned in the rank of Pilot Officer (on probation) (Emergency) with effect

from 20 February 1943, from the rank of Leading Aircraftman, and he was granted the new service

number of 137390. He married Anne ARNOLD (1918 – 2004) in 1941 at Stoke Newington, in London.


30

They had a son, who was christened John Stephen PERRIN, who was born in 1945, i.e., after his

father’s death, in Islington, London. It is said that being the only married man in the crew, the others

covered for PERRIN to allow him to travel home to London to see his wife over Christmas 1944, and

it is likely that his son was conceived at this time. PERRIN returned to North Devon to join the crew

on their fateful flight on Boxing Day, probably not knowing that in time he would be a father. At the

time of the crash, PERRIN had flown a total of three-hundred and forty hours, so he was an

experienced pilot, but he had flown only eighteen hours at night. Stephen PERRIN was cremated

at Enfield Crematorium on 2 January 1945, where he is commemorated on Panel 2.

1395994 Flight Sergeant Frederick Eric MINGAY, R.A.F.V.R.

The navigator on board HF.278 was Frederick Eric MINGAY. He was born in December 1922, the

youngest son of John (1889 – 1953) and Marion Blanche MINGAY (1889 – 1984). The family lived at

Lingwood, in Norfolk, where his father was a market gardener. His siblings were:

• Joyce Winifred MINGAY (1915 – 2000),

• John George MINGAY (1917 – 2014),

• James Alfred MINGAY (1918 – 1993).

MINGAY enlisted in the Royal Air Force Volunteer Reserve sometime after May 1940 at Euston in

London. He trained as a navigator, probably either in Canada or South Africa, and joined F/O SMITH

as his crew’s navigator at No. 78 O.T.U. in Palestine. F/Sgt MINGAY is buried in St. Peter’s

churchyard, in Lingwood, Norfolk.

1817220 Sergeant Donald Arthur COX, R.A.F.V.R.

Donald Arthur COX was born on 23 August 1924 in Moseley Village, Wolverhampton, Staffordshire.

He was educated locally, and after leaving school, he gained employment as a bank clerk with

Barclays Bank in Wolverhampton. He lived at 81, D’Eyncourt Road, Wednesfield. He enlisted in the

Royal Air Force Volunteer Reserve at Birmingham on 3 December 1942, and he received the service

number 1817220 and the rank of Aircraftman Second Class. At the time of his enlistment, he was

5’ 9” tall, with black hair, hazel-coloured eyes, and a fresh complexion.

COX was streamed for training as a wireless operator upon his enlistment, and so he was posted to

No. 10 (Signals) Reception Centre at R.A.F. Blackpool with effect from 31 December 1942. This unit

was based in the hotel and guest houses in the Lancashire seaside resort, and it was here that he

was kitted out, and commenced his initial training. Drill and physical training were held on the

promenade, with lectures taking place in hotels and the Winter Gardens.

On 13 May 1943, AC2 COX was posted to No. 2 Radio School at R.A.F. Yatesbury, Wiltshire. This

base was one of the main locations where wireless operators for the Royal Air Force were trained.

One of the important skills to learn was Morse Code, with each operator required to master an

increasing speed of transmission and reception.


31

It was here that AC2 Cox first flew in the R.A.F., as some of the training took place in flying

classrooms and other aircraft. Having proved proficient in Morse Code and the other skills required

as a wireless operator, AC2 COX was awarded his trade badge and promoted to the rank of

Temporary Sergeant on 23 November 1943.

On 15 December 1943, Sgt COX was posted to No. 11 Radio School at R.A.F. Hooton Park in Cheshire,

as he had been earmarked to be posted to Coastal Command. Here the trainees learnt about radar,

or as it was called in Coastal Command, Air to Surface Vessel (A.S.V.) radio-direction. A.S.V. was a

wartime development of pre-war trials in radar, which was invented in the U.K.. It had started on

the one-metre wavelength, but the invention of the cavity magnetron at the University of

Birmingham had allowed the development of 10 centimetre wavelength radar, thereby giving much

improved detection of potential targets. On 31 December 1943, Sgt COX was promoted to the

substantive rank of Sergeant.

On completion of his training, Sgt COX volunteered for service overseas, so he was posted to No. 5

Personnel Dispatch Centre on 8 February 1944 to await passage for the Middle East. On his arrival,

he was posted to No. 5 (Middle East) Air Crew Reception Centre on 7 March 1944. This unit was

based at Heliopolis in Egypt. On 15 April 1944, he was posted to No. 1 (Middle East) Air Crew

Reception Centre at Jerusalem to await posting to an operational training unit.

1644947 Sergeant Ian Martin QUAIFE, R.A.F.V.R.

Ian Martin QUAIFE was born on 13 November 1923 in Hastings, Sussex. He enlisted in the Royal Air

Volunteer Reserve and qualified as a wireless operator/air gunner. Like Donald COX and Gordon

HADDOCK, he was posted to the Middle East, and joined up with his colleagues at No. 78 Operational

Training Unit in Palestine. Having survived the crash of Wellington HF.278, Ian QUAIFE left the R.A.F.

and he married in April 1946 in Tonbridge, Kent. Latterly, he lived in Sevenoaks in Kent, where he

died in November 2005, aged eighty-two years.

1812343 Sergeant Gordon Edward HADDOCK, R.A.F.V.R.

Gordon Edward HADDOCK was born on 7 November 1924 in Lambeth, London, the son of Vivian

Otto HADDOCK (1888 – 1966) and his wife Kathleen (1896 – ?). He enlisted in the Royal Air Force

Volunteer Reserve on 3 December 1942 at the Air Crew Reception Centre at London. On 30 March

1943, HADDOCK was posted to No. 18 Initial Training Wing at R.A.F. Bridgnorth in Shropshire. On

12 April 1943, he moved to No. 4 Radio School at R.A.F. Madley to commence his training as a

wireless operator. He completed his training on 8 January 1944, and qualified as an Wireless

Operator (Air), and having volunteered for service overseas, he was posted to the Personnel

Dispatch Centre at Morecombe. He embarked in the S.S. Stirling Castle on 15 January 1944, and the

ship sailed for the Mediterranean. Sgt HADDOCK arrived in Egypt on 29 January 1944, and he was

sent to the Middle East Air Crew Reception Centre at Cairo.


32

On 10 February 1944, Sgt HADDOCK was posted to No. 13 Air Gunnery School at El Ballah, and he

completed his course on 29 March 1944, being qualified as an Air Gunner with effect from 8 April

1944. He was the posted to No. 1 (Middle East) Air Crew Reception Centre at Jerusalem. On 1 May

1944, Sgt HADDOCK was posted to No. 78 Operational Training Unit at R.A.F. Ein Shemer with F/O

SMITH, F/O PERRIN, F/Sgt MINGAY, Sgt COX and Sgt QUAIFE to form a new maritime Wellington air

crew. On 29 July, the six men were sent to Fort de L’ero in Algeria, before joining No. 36 Squadron

at Reghaia on 15 August 1944. Sgt HADDOCK qualified as a Radar Operator with effect from 1 August

1944, although this was dated 1 January 1945, i.e., after the crash on 26 December 1944.

Sgt HADDOCK flew with F/O SMITH through the period while the Squadron moved from the

Mediterranean to R.A.F. Chivenor, and he was occupying the rear turret at the time of the crash on

26 December 1944. There are some accounts that suggest that which WOp/AG occupied the rear

turret on this sortie was decided by the toss of a coin. HADDOCK was able to extract himself from

the rear turret, which was jammed, by using an axe, without incurring any serious injury, but he

suffered the horror of watching the aircraft catch fire, engulfing three of his colleagues and

condemning them to death.

Sgt HADDOCK remained with No. 36 Squadron after the accident, and he transferred with them to

R.A.F. Benbecula in the Outer Hebrides on 12 March 1945. On 1 June 1945, HADDOCK moved to

R.A.F. Limavady in County Londonderry in Northern Ireland, and then on 27 July, to R.A.F.

Aldergrove, also in Northern Ireland.

On 10 September 1945, HADDOCK joined No. 279 Squadron at R.A.F. Thornaby in Yorkshire, which

was an air/sea rescue unit of Coastal Command. During his service with this Squadron, he qualified

as a Grade I WOp (Air) with effect from 1 June 1945. On 15 March 1946, HADDOCK moved to R.A.F.

Thorney Island in Hampshire, from where he was posted to No. 4 (Coastal) Operational Training Unit

at R.A.F. Alness in Scotland. This was the flying boat O.T.U. for Coastal Command, which on 20

August 1946, moved to R.A.F. Pembroke Dock in Pembrokeshire. On 23 April 1947, HADDOCK was

posted to the Far East, and he left on 24 April 1947, and he arrived at Changi in Singapore on 1 May.

He then had a couple of short postings, to No. 45 Squadron at Negombo between 10 and 30 May

1947, and No. 205 Squadron at Kooglah from 30 May until 24 October 1947.

HADDOCK was then posted to Egypt, and moved to R.A.F. Luqa on the island of Malta, where he

was based from 15 November until 9 December 1947. HADDOCK then returned to the U.K., only to

be posted Ceylon in December 1947, to rejoin No. 205 Squadron. In March 1948, HADDOCK

returned to the U.K. and served with the Communications Flight at R.A.F. Wyton from 23 April 1948

until 7 February 1949. His past posting was to the I.R.S. at R.A.F. Cranwell, from where he was

demobilised on 24 January 1950. Gordon HADDOCK remained close friends with John Campbell

SMITH throughout his life. He married in March 1961 at Goring Parish Church in Sussex, and he died

in February 2002 in Oxfordshire.


33

Conclusions

While this is the story of the crash on one Wellington bomber from R.A.F. Chivenor in December

1944, it is so much more than that. It is the story of six men, who through fate, were brought

together in Palestine, and then whose lives were bound together inextricably. But it is also the story

of tragedy, loss, and also one of hope and fulfilment of life. It is the story of two remarkable men,

Archibald McINDOE and Ross TILLEY, and all the other staff at the Queen Victoria Hospital in East

Grinstead, who were not prepared to accept the status quo, but drove ahead with new and

pioneering methods of treatment for burns. This not only included the physical treatment, but what

comes out from reading about the work at East Grinstead, is the mental support the patients

received, not only at the time of their treatment, but afterwards as well.

The cause of the accident will never be known fully. As the Court of Inquiry found, the damage to

the aircraft and engines was too severe to be able to draw any reliable conclusions, and the reason

the starboard engine failed could not be ascertained. Gordon HADDOCK refers to the ‘Trimmer Box’

causing problems, and this is likely to have been the cause of the difficulties that F/O SMITH

experienced in controlling the aircraft, as the Trimmer Box controlled the trim tabs on the ailerons,

elevators, and the rudder. If these could not be set properly once F/O SMITH had reached his

operational height and cruising speed, this would account for the behaviour of the Wellington. The

weather is likely to have been a contributory factor, but how and why it may have affected the

performance of the aircraft, and the starboard engine, cannot be determined with certainty.

The last words are best left to those of John SMITH about his time at East Grinstead:

It was one of the most important times in my entire life. I thought I was badly burned, and

was feeling rather sorry for myself until I began to look around at so many other who were

really badly burned.

My facial and lower body burns were nothing compared to the extent of the burns of others.

As a matter of fact, on a number of occasions, I was referred to as the one ‘slightly singed

around the edges.’

In this environment, depression gave way to optimism. Most of us had been dealt a poor

hand but there was chance of beating the odds against us. We were all in the same boat,

one way or another, officers, and NCO’s alike, and this in itself, established a strong and

lasting bond of friendship through adversity.

The attitude of ‘if he can do it, so can I’ prevailed. There was compassion, understanding and

support along with ribald humour when it was needed. That was, and still is, the true

meaning of being a Guinea Pig…. It is a unique club, and I am very proud to be one of this

illustrious organization.


34

In Memoriam

26 December 1944 – Vickers Wellington Mk. XIV – HF.278

No. Surname Forenames(s) Age Date of Death

Rank Role Service Service Number

Place of Burial Grave

1. PERRIN24 Stephen Edward 30 26/12/44 Flying Officer

Second Pilot

R.A.F.V.R. 137390 Enfield Crematorium

Panel 2.

2. MINGAY25 Frederick Eric 20 26/12/44 Flight

Sergeant Navigator

(B) R.A.F.V.R. 1395994

Lingwood (St. Peter) C’yard

3. COX Donald Arthur 20 26/12/44 Sergeant WOp/AG R.A.F.V.R. 1817720 Heanton Punchardon

Row Q, Grave 12.

24 Son of Walter James and Rosetta PERRIN; husband of Anne PERRIN of Stoke Newington, London. 25 Son of John and Marian Blanche MINGAY, of Lingwood, Norfolk.


35

Map of the locality around R.A.F. Chivenor

R.A.F. Chivenor

Crash Site


36

Crash Site


37

Left – The weather chart for Tuesday 26 December 1944,

clearly showing the High-Pressure system centred over

England on the date of the crash.

Courtesy of: Met Office Archives via David HOWELLS


38

Above – Vickers Wellington Mk. XIV MP.764 without any squadron markings.

Above Right – A Wellington Mk. XIV of No. 407 Squadron, R.C.A.F., which was

photographed for identification purposes, showing the Leigh Light lowered.


39

Above – A picture taken of the flying personnel of No. 36 Squadron, taken in 1944 after their arrival at R.A.F. Chivenor.

Courtesy of : Jamie SMITH (Son of John SMITH)


40

Above – Stood Up L – R – COX, MINGAY, QUAIFE, PERRIN; Knelt Down– SMITH and HADDOCK

Photograph taken in the Middle East before No. 36 Squadron and the six air crew returned to the U.K.


41

Above – Five of the six crew at R.A.F. Chivenor. Left to Right HADDOCK, Jim QUAIFE, Fred MINGAY, Don COX and

Johnny SMITH.

Courtesy of: The HADDOCK Family


42

Above – F/O John SMITH photographed after the sortie in which two Ju 52 transport aircraft were shot down,

with SMITH manning the twin Browning 0.303 machine guns in the front turret.

Courtesy of: Jamie SMITH


43

Above – A picture of a Leigh Light Wellington attacking a U-boat.

Above Left – The Italian cruiser escorted by F/O SMITH on 5 January 1944.

Left – A picture of a Leigh Light Wellington, as used by No. 36 Squadron



44

Above – The remains of Wellington HF.278 the morning after the crash.



45

Above Left – An extract from Gordon HADDOCK’s Flying Log Book.

Above Right – Copy of the telegram sent to his wife, who was serving in the Royal Canadian Navy in the rank Sub-Lieutenant.



46

Above Left – The McINDOE Memorial at East Grinstead.

Above Right Top – John Campbell SMITH at the controls of a Wellington aircraft.

Above Right – Copy of John Campbell SMITHS’s membership card of the Guinea Pig Club.



47

Above left – John Campbell SMITH, the vicar, Ian QUAIFE and Gordon HADDOCK together when planting a tree in memory of their three colleagues near the crash

site in 1996. This tree was sadly died as result of attacks by squirrels, so a replacement tree was planted by the landowner.

Above Right – A newspaper cutting from 1996.



48

Above – The families by the same tree in 2019.

Taken by: Graham MOORE (2019)


49

Above – The family members stood behind the memorial at St. Giles-in-the-Wood on 6 October 2019. The standards

are from the R.A.F. Association (left) and the Barnstaple Branch of the Royal British Legion on the right.



50

Above Left – Philip COX, the brother of Donald COX, and his wife Helen, at the memorial at St. Giles-in-the Wood.

Above Right – Philip COX standing behind the grave of Donald COX at St. Augustine’s church, Heanton Punchardon.



51

Above – A close-up of the plaque on the memorial at St. Giles-in-the

Wood.

Right – The wreathes laid at the memorial service on 6 October 2019.

Taken by; Graham MOORE (2019)


52

Appendix ‘A’ – Form 1180 Aircraft Accident Card

Above and Next Page – The R.A.F. Form 1180 Aircraft Accident Card.

Courtesy of: The R.A.F. Historical Branch


53


54

Appendix ‘B’ – Career of F/L J. C. SMITH, R.C.A.F.

9 January 1942 – 13 March 1942 No. 3 Manning Depot,

13 March 1942 – 10 May 1942 No. 13 Service Flying Training School, R.C.A.F. St. ??, Province of Quebec

10 May 1942 – 1 August 1942 No. ??, Initial Training School, R.C.A.F. Toronto, Ontario

2 August 1942 – 28 September 1942 No. 12 Elementary Flying Training School, R.C.A.F. Goderich, Ontario.

28 September 1942 – 9 February 1943 No. 9 Service Flying Training School, R.C.A.F. Centralia, Ontario

13 February 1943 – 16 April 1943 No. 1 General Reconnaissance School, R.A.F. Summerside, Prince Edward Island.

17 April 1943 – 5 May 1943 Pre-Embarkation Leave.

5 May 1943 – 12 May 1943 No. 1 ‘Y’ Depot, R.C.A.F. Halifax, Nova Scotia.

26 May 1943 – 16 June 1943 No. 3 Personnel Reception Centre, R.A.F. Bournemouth, Hampshire.

16 June 1943 – 16 August 1943 No. 6 (Pilots) Advanced Flying Unit, R.A.F. Little Rissington,

18 August 1943 – 16 September 1943 No. 6 (Coastal) Operational Training Unit, R.A.F. Silloth, Cumberland.

20 September 1943 – 28 September 1943 No. 310 Ferry Training Unit, R.A.F. Harwell, Oxfordshire.

28 September 1943 – 2 October 1943 R.A.F. Hurn, Dorset (No. 3 Overseas Aircraft Dispatch Unit)

18 October 1943 – 14 November 1943 No. 22 Personnel Transit Centre, Cairo, Egypt.

14 November 1943 – 18 November 1943 No. 24 Personnel Transit Centre, Alexandria, Egypt.

19 November 1943 – 4 December 1943 No. 38 Squadron, Benghazi, Libya.

4 December 1943 – 20 December 1943 R.A.F. St. Jean, Palestine (Detachment of No. 38 Squadron).

20 December 1943 – 7 April 1944 No. 38 Squadron, Benghazi, Libya.

12 January 1944 – 21 January 1944 R.A.F. Shallufa, Egypt.

9 April 1944 – 9 May 1944 Middle East Air Crew Reception Centre, Jerusalem.

9 May 1944 – 12 May 1944 R.A.F. Ein Shemer, Palestine (No. 78 Operational Training Unit).

12 May 1944 – 12 June 1944 R.A.F. Magiddo, Palestine (No. 78 Operational Training Unit).

12 June 1944 – 15 July 1944 R.A.F. Ein Shemer, Palestine (No. 78 Operational Training Unit)

23 July 1944 – 4 August 1944 No. 22 Personnel Transit Centre, Cairo, Egypt.

5 August 1944 – 11 August 1944 No. 1 Base Personnel Depot, Algiers, Algeria.

11 August 1944 – 7 September 1944 No. 36 Squadron, Reghaia, Algeria.

8 September 1944 – 18 September 1944 Alghero, Sardinia, Italy (No. 36 Squadron).

18 September 1944 – 26 September 1944 R.A.F. Tarquinnia, Italy (No. 36 Squadron).

26 September 1944 – R.A.F. Chivenor, North Devon, U.K. (No. 36 Squadron).


55

Appendix ‘C’ – Pilot’s Flying Log Book of F/L J. C. SMITH, R.C.A.F.

Glossary of terms appearing in the Flying Log Book

AG Air Gunner

A.S.R. Air Sea Rescue.

A.U. Anti U-boat Patrol.

D.C.O. Duty Carried Out.

D.N.C.O. Duty Not Carried out.

F/L Flight Lieutenant.

F/O Flying Officer.

F/Sgt Flight Sergeant.

L.L. Low Level.

N/T No Trace or Not Training (the latter meaning that WARD was not undergoing instruction or assessment on that flight).

O.F.E. Operational Flying Exercise

P/O Pilot Officer

R.T.B. Return to Base.

S.E. Special Equipment, the name by which the Air to Surface Vessel (A.S.V.) radar was known in the R.A.F. during the Second World War.

Sgt Sergeant.

W/O Warrant Officer (Class 1 only in the R.A.F., Class 1 or 2 in the R.A.A.F., R.C.A.F. and R.N.Z.A.F.).

W/T Wireless Telegraphy.

N.B. – Operational sorties are highlighted in Yellow. The final sortie is shown in Red.


56

No. 12 Elementary Flying Training School, R.C.A.F. Goderich, Ontario

Explanation of Numerical Terms in Flying Training

1. Air Experience

1a Familiarity of Cockpit Layout

2. Effect of Controls

3. Taxying

4 Straight & Level Flight

5 Climbing, Gliding and Stalling

6 Medium Turns

7 Taking off into Wind

8. Powered Approach and Landing

9 Gliding Approach Landing

10 Spinning (Single Engine Flying at S.F.T.S.)

11. First Solo

12. Sideslipping (Landing with Flaps at S.F.T.S.)

13. Precautionary Landings (Low Flying with instructor only, at S.F.T.S.)

14 Low Flying (Precautionary Landings at S.F.T.S.)

15. Steep Turns

16. Climbing Turns

17. Forced Landings – full power not available

18. Acting in Event of Fire

18a. Abandoning Aircraft

19. Instrument Flying

20. Taking Off & Landing Out of Wind

21. Night Flying

22. Aerobatics (Night Flying at S.F.T.S.)

23. Steering by Compass (Air Navigation at S.F.T.S.)

24. Cross Country Test

25. Solo Cross Countries

Dual instruction to be given on Exercises 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 13, 14, 17 and 18 before repeating the exercise solo.


57

August 1942

Date Aircraft Pilot Second Pilot Purpose of Flight Duration Day Night

05/08/42 Tiger Moth 3918 TAYLOR, E.L. Self 1, 10, 2, 3, 4, 5, 6 0.45

05/08/42 Tiger Moth 3918 TAYLOR E.L. Self 4, 5, 6, 3 0.35

06/08/42 Tiger Moth 3914 TAYLOR E.L. Self 3, 4, 5, 6, 16, 10 0.45

06/08/42 Tiger Moth 3914 TAYLOR E.L. Self 6, 7, 9, 15 0.30

07/08/42 Tiger Moth 1270 TAYLOR E.L. Self 6, 7, 9. 12. 16 0.50

11/08/42 Tiger Moth 3918 Mr SEELER Self 3, 7, 9 0.45

12/08/42 Tiger Moth 8894 Mr SEELER Self 3, 7, 8, 9 0.55

13/08/42 Tiger Moth 1271 Mr SEELER Self 3, 7, 9, 10 0.50

17/08/42 Tiger Moth 1277 Mr SEELER Self 7, 9, 10, 12, 17 0.55

21/08/42 Tiger Moth 1276 Mr SEELER Self 7 – 9 0.50

22/08/42 Tiger Moth 3916 Mc McEACHERN Self 6 – 7 – 9 – 16 0.40

23/08/42 Tiger Moth 1274 Mr McINTYRE Self 3 – 4 – 5 – 6 – 7 – 8 – 9 – 10 – 12 – 16 – 17 0.45

23/08/42 Tiger Moth 1274 Solo 11 0.15


25/08/44 Tiger Moth 1273 Solo 7 – 9 1.05

25/08/42 Tiger Moth 1273 Mr HEELEY Self 7 – 9 0.15

25/08/42 Tiger Moth 1273 Solo 6 – 7 – 9 – 16 0.55


25/08/42 Tiger Moth 1273 Solo 7 – 9 0.45

26/08/42 Tiger Moth 3918 Mr SEELER Self 6 – 7 – 9 – 10 – 12 – 15 – 16 – 17 1.05

26/08/42 Tiger Moth 3918 Solo 7 – 9 – 6 – 15 0.55

26/08/42 Tiger Moth 3918 Mr GUDGEON Self 7 – 9 0.20

26/08/42 Tiger Moth 3918 Solo 7 – 9 0.55


27/08/42 Tiger Moth 3919 Solo 7 – 9 1.10

28/08/42 Tiger Moth 8910 Mr SEELER Self (30 min 19) 6 – 7 – 8 – 10 – 12 – 15 – 21 1.05

28/08/42 Tiger Moth 8910 Solo 6 – 15 0.50

28/08/42 Tiger Moth 3922 Mr SEELER Self (35 min 19) – 10 – 22 – 17 1.05

28/08/42 Tiger Moth 3922 Solo 6 – 15 – 12 1.00

31/08/42 Tiger Moth 1278 Mr SEELER Self (50 – 19) 10 – 15 – 17 – 7 – 9 1.20


58

31/08/42 Tiger Moth 1278 Solo 7 – 9 1.00

31/08/42 Tiger Moth 1278 Solo 7 – 8 – 9 1.05

TOTAL FLYING HOURS FOR MONTH

Operational

Non-Operational


59

September 1942


01/09/42 Tiger Moth 3918 Mr SEELER Self (50 – 19) 17 – 10 1.10

02/09/42 Tiger Moth 3918 Solo 7 – 9 0.55

02/09/42 Tiger Moth 1278 Mr SEELER Self (45 – 18) – 10 – 17 0.55

02/09/42 Tiger Moth 3915 Solo 7 – 8 1.00

03/09/42 Tiger Moth 3920 Mr NOBLE Self Progress Check 1.00

03/09/42 Tiger Moth 1278 Mr SEELER Self (45 – 18) – 10 – 23 1.00

03/09/42 Tiger Moth 1278 Solo 7 – 8 0.35

04/09/45 Tiger Moth 3920 Mr SEELER Self (1.00 – 18) 20 – 22 – 8 1.00

04/09/42 Tiger Moth 3920 Solo 17 – 12 1.00

04/09/42 Tiger Moth 1271 Solo 17 0.45

05/09/42 Tiger Moth 8912 Mr SEELER (30 – 19) 13 – 14 – 8 – 22 – 20 1.10

05/09/42 Tiger Moth 8912 Solo 10 – 22 1.00

05/09/42 Tiger Moth 8912 Solo 7 – 8 0.30

05/09/42 Tiger Moth 2914 Sgt MANNING Cross Country 1.30

06/09/42 Tiger Moth 1270 Mr SEELER Self (55 – 17) 10 – 17 1.05

06/09/42 Tiger Moth 3922 Sgt BARLOW Self Crediton & Milverton 1.50

06/09/42 Tiger Moth 8892 Solo 10 – 22 1.05

07/09/42 Tiger Moth 8891 Mr SEELER Self C.C. Kitchener 2.10

07/09/42 Tiger Moth 8891 Solo 7 – 8 – 12- 15 0.40

14/09/42 Tiger Moth 1270 Mr WETTLOUFER Self 10 – 12 – 17 0.45

14/09/42 Tiger Moth 1270 Solo 12 – 17 1.05

14/09/42 Tiger Moth 1270 Solo 12 – 17 0.45

14/09/42 Tiger Moth 3927 Mr PEGUEGNOT Self 25 – 7 – 8 1.00

15/09/42 Tiger Moth 1269 Mr WETTLOUFER Self (45 – 19) – 13 1.05

15/09/42 Tiger Moth 1269 Solo 10 – 15 – 22 1.05

15/09/42 Tiger Moth 3914 Solo 12 – 17 0.50

15/09/42 Tiger Moth 3914 Solo 15 – 22 0.40

16/09/42 Tiger Moth 3915 Mr WETTLOUFER Self (45 – 19) – 22 1.05

16/09/42 Tiger Moth 1271 Solo 10 – 15 – 22 1.00

16/09/42 Tiger Moth 3915 Solo 12 – 17 – 22 1.10


60

17/09/42 Tiger Moth 8896 Mr NOBLE Self Final Clearhood 1.00

17/09/42 Tiger Moth 3921 Solo 22 1.10

17/09/42 Tiger Moth 3916 Mr MURRAY Self 23 – 7 – 8 1.00

19/09/42 Tiger Moth 1276 Mr WETTLOUFER Self (1.00 – 19) 7 – 8 1.10

20/09/42 Tiger Moth 1270 Sgt BARLOW Self (45 – 19) 3 1.15

20/09/42 Tiger Moth 1273 Solo XC Kitchener 2.10

21/09/42 Tiger Moth 1275 Solo XC Clifford – Atwood. 1.40

21/09/42 Tiger Moth 3918 Mr ELLESMERE Self (1.00 – 19) 1.00

22/09/42 Tiger Moth 8893 Sgt BARLOW Self (1.10 – 19) 1.10

22/09/42 Tiger Moth 8891 Mr WETTLOUFER Self 20 – 22 0.50

23/09/42 Tiger Moth 3915 Solo 7 – 8 – 10 – 22 1.00

25/09/42 Tiger Moth 3921 Nr. NOBLE Self Instrument Check 0.20

25/09/42 Tiger Moth 8913 Solo 7 – 8 – 12 – 17 1.00


61

No. 9 Service Flying Training School, R.C.A.F. Centralia

September 1942


29/09/42 Anson II 7267 P/O WHALLEY Self 1 – 2 – 3 – 4 – 5 – 6- - 7 – 8 – 15 – 16 – 17 1.00

30/09/42 Anson II 7561 P/O WHALLEY Self 3 – 6- 7 – 8 – 20 – 29 1.25

October 1942


02/10/42 Anson II 7433 P/O WHALLEY Self 3 – 6 – 7 – 8 – 20 1.05

02/10/42 Anson II 7433 F/O REILLY Self 3 – 6 – 7 – 8 – 16 Solo Check 0.45

05/10/42 Anson II FP.707 P/O WHALLEY Self 3 – 6 – 7 – 8 – 20 0.45

05/10/42 Anson II FP.707 W/O LOMBRINGS Self Solo check 0.35

06/10/42 Anson II 7561 P/O WHALLEY Self 3 – 6 – 7 – 8 – 20 1.10

06/10/42 Anson II 8353 Solo 3 – 6 – 7 – 8 – 11 – 20 0.40

06/10/42 Anson II 7433 Solo 3 – 6- - 7 – 8 – 20 0.50

07/10/42 Anson II FP.704 P/O WHALLEY Self 3 – 6 – 7 – 8 – 20 1.10

07/10/42 Anson II Fp.704 Self 3 – 6 – 7 – 8 – 20 0.30

08/10/42 Anson II FP.709 P/O WHALLEY Self 3 – 6- -7 – 8 – 16 – 21 – 29 1.10

08/10/42 Anson II FP.709 Self 3 – 6- - 7 – 8 – 20 0.55

09/10/42 Anson II 7561 Self 3 – 6 – 7 – 8 – 20 0.35

10/10/42 Anson II 7272 Self 3 – 6 – 7 – 8 – 20 1.25

10/10/42 Anson II 7272 P/O WHALLEY Self seq 19 1.15

10/10/42 Anson II 7272 Self 3 – 6 – 7 – 8 – 20 0.25

10/10/42 Anson II FP.707 Self 3 – 6 – 7 – 8 – 16 – 20 0.55

11/10/42 Anson II 7561 Solo 3 – 6 – 7 – 8 – 16 – 20 1.00

11/10/42 Anson II 7561 P/O PLUMMER Self 3 – 6 – 7 – 8 0.15

11/10/42 Anson II 8308 Solo 3 – 4 – 6 – 7 – 8 – 9 – 16 1.30

12/10/42 Anson II 7267 P/O WHALLEY Self seq 19 (1A – 2A – 3a – 4A – 5A – 8B) 1.20

13/10/42 Anson II 7561 P/O WHALLEY Self seq 19 (1- 4A 1 – 4 A 8B) 5 – 15 1.15

13/10/42 Anson II 7561 Solo 3 – 6 – 7 – 8 – 20 0.30


62

19/10/42 Anson II 7279 P/O MORTON Self Air Nav #1 1.20

21/10/42 Anson II 7279 F/Sgt STRACHAN Self Air Nav #2 2.00

24/10/42 Anson II 7282 P/O WHALLEY Self 2 – 6 – 7 – 8 – 9 – 15 – 16 – 20 – 21 – 29 1.00

24/10/42 Anson II 7433 Solo 3 – 6- 7 – 8 – 15 – 16 – 21 1.30

24/10/42 Anson II 7282 Solo 3 – 5 – 6 – 7 – 8 – 15 – 16 1.30

25/10/42 Anson II 7290 Solo 3 – 5 – 6 – 7 – 8 – 9 – 15 – 16 – 21A 0.55

25/10/42 Anson II 7272 Solo 3 – 5 – 6 – 7 – 8 – 9 – 15 – 16 – 21A – 29 1.30


26/10/42 Anson II 7617 Solo 6 – 7 – 8 – 9 – 15 – 16 – 21A 1.30

26/10/42 Anson II 7617 Solo 5 – 6 – 15 – 21A – 29 1.25

28/10/42 Anson II FP.707 P/O WHALLEY 3 – 6 – 7 – 8 – 9 – 13 – 16 – 18 – 18A – 20 1.15

29/10/42 Anson II FP.707 P/O WHALLEY seq 19 (1A – 2A – 3a – 4A – 5A – 8B) 1.30


63

November 1942


03/11/42 Anson II 7547 Solo 3 – 6 – 7 – 8 – 15 – 16 – 20 – 21 – 21A 1.30

03/11/42 Anson II FP.707 P/O WHALLEY Self seq 19 (1A – 2A – 3a – 4A – 5A – 8B) 1.20

04/11/42 Anson II 7556 P/O GRAHAM Self No. 3 Air Navigation. 1.55

06/11/42 Anson II FP.707 P/O WHALLEY Self 3 – 4 – 6 – 7 – 8 – 14 – 15 – 16 – 20 – 21 1.05

07/11/42 Anson II 7283 F/O BENNETT Self No. 3 Air Navigation 2.20

07/11/42 Anson II 7288 Solo 3 – 5 – 6 – 7 – 8 – 15 – 16 – 20 – 21A 0.50


11/11/42 Anson II 7282 P/O COLLINS Self seq 19 (1A – 2A – 3a – 4A – 5A – 8B) 1.25

12/11/42 Anson II 7288 Solo 3 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21A 1.10

12/11/42 Anson II 7283 P/O WHALLEY Self 3 – 4 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21A 1.35

16/11/42 Anson II 7288 Solo No. 4 Air Navigation 3.00

17/11/42 Anson II FP.707 F/O WHALLEY Self 3 – 4 – 5 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21A 1.00

17/11/42 Anson II FP.707 Solo 3 – 6 – 7 – 8 – 9 1.05

18/11/42 Anson II FP.707 F/O WHALLEY Self 3 – 4 – 6 – 7 – 8 – 20 – 21A 1.10

18/11/42 Anson II FP.707 F/O REILLEY Self 35 Hour Check 0.20

18/11/42 Anson II 7270 F/O WHALLEY Self seq 25 (6 – 7 – 8) 1.35

19/11/42 Anson II 7282 F/O WHALLEY Self 3 – 4 – 5 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21 0.50

20/11/42 Anson II 7617 Solo 3 – 6 – 7 – 8 – 9 – 13 – 16 – 21 0.45

21/11/42 Anson II 7288 Solo 3 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21A 1.30

21/11/42 Anson II 7288 Solo 3 – 6 – 7 – 8 – 20 1.00

22/11/42 Anson II 7272 Solo 3 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21A 0.30

22/11/42 Anson II 7267 Solo No. 5 Cross Country 2.35

22/11/42 Anson II 7433 LAC McCORRY Self No 6 X Country Navigator 2.10

28/11/42 Anson II 7282 F/O WHALLEY Self seq 25 (3 – 6 – 7 – 8) 0.50

30/11/42 Anson II 7822 Solo seq 25 (3 – 6 – 7 – 8) 1.10


64

December 1942


03/12/42 Anson II 7272 F/O WHALLEY Self 3 – 4 – 6 – 7 – 8 – 20 0.45

03/12/42 Anson II 7433 F/O WHALLEY Self seq 19 1.00

04/12/42 Anson II 7433 F/O WHALLEY Self seq 19 1.05

05/12/42 Anson II 706 Solo 3 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 20 – 21 1.10

05/12/42 Anson II 7547 F/O REILLEY Self Windsor to Exeter 19 1.00

05/12/42 Anson II 7313 Solo seq 25 2.00

06/12/42 Anson II 707 Self LAC THOMPSON #6 X country (Radio) 2.10

07/12/42 Anson II 7547 F/O WHALLEY Self Inst A B.T.O. 1.00

07/12/42 Anson II 8352 Solo 25 1.00

08/12/42 Anson II 7282 LAC HANBURY Self #7 X Country – Navigator (Passenger) 3.00

09/12/42 Anson II 7280 Solo 25 1.00

09/12/42 Anson II 7288 P/O ?? Self B.T.O. 0.40

10/12/42 Anson II 707 F/O WHALLEY Self 3 – 6 – 7 – 8 – 9 – 13 – 16 – 17 – 18 – 18A – 1.35

20 – 21A

10/12/42 Anson II 707 Solo 3 – 6 – 7 – 8 – 9 – 13 – 20 – 21A 1.00

11/12/42 Anson II 7272 Solo 3 – 6 – 7 – 8 – 19 – 20 – 21A 0.25

11/12/42 Anson II 7580 Solo 3 – 6 – 7 – 8 – 9 – 20 – 21A 0.55

11/12/42 Anson II 7272 P/O SCHROEDER Self B.T.O. 0.15

12/12/42 Anson II 706 F/O WHALLEY Self 19 1.00

21/12/42 Anson II 7282 P/O SCHROEDER Self B.T.O. 0.15

21/12/42 Anson II 7253 Solo 25 2.00

23/12/42 Anson II 7308 Solo 3 – 6 – 7 – 8 – 20 – 29 1.30

23/12/42 Anson II 8292 P/O ROBERTSON Self 19 AIB 1.05


65

January 1943


05/01/43 Anson II 7263 LAC TIBBETTS Self (Bomb Aimer) 2.00

06/01/43 Anson II 707 F/O WHALLEY Self 3 – 6 – 7 – 8 – 13 – 15 – 16 – 20 – 21A 1.05

07/01/43 Anson II 7581 Self LAC THOMPSON #7 Cross Country 3.20

07/01/43 Anson II LAC BENSON Self (Bomb Aimer) 2.30

08/01/43 Anson II 8305 P/O MacDONALD Self Air Armament Check 0.10

08/01/43 Anson II 707 F/O WHALLEY Self B.T.O. seq 18 0.15

08/01/43 Anson II 7305 Solo 25 (3 – 6 – 7 – 8) 2.25

08/01/43 Anson II 7263 LAC QUINN Self Bomb Aimer 2.30

12/01/43 Anson II 706 F/O WHALLEY Self 3 – 6 – 7 – 8 – 9 – 13 – 20 1.00

16/01/43 Anson II 7282 S/L KRUG Self Instrument Check 0.45

16/01/43 Anson II 7282 S/L KRUG LAC McCORRY (Passenger during instrument check) 0.45

16/01/43 Anson II 7267 Solo 3 – 6 – 7 – 18 – 16 – 5 – 20 1.05

17/01/43 Anson II 7265 F/O MORTON Self Pilot Nav Test 2.15

17/01/43 Anson II 7265 Self LAC PORTER Armament Flight 1.05

18/01/43 Anson II 7283 DALGLEISH Self Low Level XC 2.15

18/01/43 Anson II 7308 Solo 3 – 6 – 7 – 8 – 9 – 20 – 23 0.50

22/01/43 Anson II 709 Self LAC WHITMER Armament Flight 2.40

LAC JACKSON

22/01/43 Anson II 7254 P/O COLLINS Self 25 #1 X Country 1.00

22/01/43 Anson II 7254 P/O COLLINS Self 25 #2 X Country 1.10

26/01/43 Anson II 7267 Solo 7 – 8 – 9 – 15 – 20 – 21A 1.10

27/01/43 Anson II 705 LAC BENSON Self Armament Flight 1.45

27/01/43 Anson II 705 LAC PEARCE Self Armament Flight 1.30

28/01/43 Anson II 8303 Self LAC ?? & LAC ?? Armament Flight 2.00

28/01/43 Anson II 705 LAC SAOBO Self Armament Flight 0.50

28/01/43 Anson II 707 F/L HUFFMAN Self WINGS TEST 1.10

29/01/43 Anson II 7263 LAC HANBURY Self Armament Flight 1.25


66

February 1943


02/02/43 Anson II 707 P/O GEORGE Self Fatigue Test 2.55

05/02/43 Anson II 705 P/O GEORGE Self seq 26 – 3 planes 1.30


67

No. 1 General Reconnaissance School, R.C.A.F. Summerside, Prince Edward Island

February 1943


17/02/43 Anson I 58 P/O POTTS Self Navigational Ex P-1 2.05

18/02/43 Anson I 70 P/O HASLAM Self Navigational Exercise Ex P-2 1.10

19/02/43 Anson I 58 P/O POTTS Self DR-2 2.05

22/02/43 Anson I 69 P/O BRIGGS Self DR-2 2.00

23/02/43 Anson I 78 P/O ?? Self DR-3 2.25

25/02/43 Anson I 72 P/O MURRAY Self DR-4 1.45

March 1943


02/03/43 Anson I 77 P/O EDMUNDSON Self DR-5 2.30

06/03/43 Anson I 76 P/O LAVER Self DR-6 2.15

08/03/43 Anson I 56 P/O GUTTORMSON Self DR-7 2.15

09/03/43 Anson I 76 P/O LAVER Self DR-1 2.00

11/03/43 Anson I 4 P/O SCHROEDER Self DR-8 2.15

16/03/43 Anson I 1 W/O NORTON Self N-3 2.05

21/03/43 Anson I 11 P/O GUTTORMSON Self N-2 1.15

23/03/43 Anson I 72 P/O MURRAY Self N-6 2.15

24/03/43 Anson I 11 P/O TREE Self R-4 2.00

26/03/43 Anson I 80 P/O BRIGGS Self R-5 2.05

28/03/43 Anson I 54 Sgt BROCHMAN Self R-7 2.00

28/03/43 Anson I 56 P/O GUTTORMSON Self R-6 2.00

31/03/43 Anson I 70 P/O TREE Self N-3 2.10

April 1943


09/04/43 Anson I 71 P/O TREE Self Astro N-3 2.30


68

No. 6 (Pilots) Advanced Flying Unit, R.A.F Little Rissington,

July 1943


01/07/43 Oxford LB.431 P/O TAYLOR Self 1, 1A, 2, 3, 4A, 5, 6, 7, 8A, 9A, 9B 1.00

05/07/43 Oxford MP.287 Sgt NYE Self 8A, 9A, 9C 1.40

05/07/43 Oxford MP.287 Sgt NYE Self 1A, 8A, 9A, 9B 0.25

05/07/43 Oxford MP.287 Sgt NYE Self 8A, 9A, 10B, 10A 1.10

06/07/43 Oxford LG.448 F/O ELY Self 8A, 9A, 10A 0.15

06/07/43 Oxford V.3940 Solo 1 circuit. 0.15

06/07/43 Oxford V.3940 F/O ELY Self 8A, 9A, 9B, 13B 1.00

07/07/43 Oxford EO.269 Solo 8, 9. 10A 0.35

08/07/43 Oxford MP.309 Solo 8A, 9A, 9C, 10A 1.00

08/07/43 Oxford LG.448 F/O ELY Self C, D. E. 8A, 9A (20 I.F.) 1.30

09/07/43 Oxford EO.269 Sgt NYE Self 8A, 9A, 9C 0.55

11/07/43 Oxford Sgt NYE Self 8A, 9A, 16, A to G 17 1.05

12/07/43 Oxford Solo 8A, 9A, Nav 1, 9B 0.50

12/07/43 Oxford X.6776 Solo 8A, 9A, 9C, 10A, 10B 1.10

12/07/43 Oxford EO.183 W/C MEADE Self Low Flying, I.F., 1.15

12/07/43 Oxford X.6776 Sgt NYE Self 8A, 9A, 10A 0.20

13/07/43 Oxford LG.448 F/O ELY Self D/N Flying and landings 1.15

13/07/43 Oxford LG.448 F/Sgt KENYON Self Nav II 1.20

14/07/43 Oxford LB.449 F/Sgt KENYON Self Nav Test O.K. (Nav 3) 1.20

14/07/43 Oxford P.1360 Solo Self 8A, 9A, 10A, 10B 1.00

16/07/43 Oxford X.6792 F/O ELY Self D/N Flying 3 landings 1.20

16/07/43 Oxford X.6792 F/O ELY Self D/N Flying 3 landings 1.10

16/07/43 Oxford EB.? P/O TAYLOR Self Nav II 1.00

19/07/43 Oxford ED.269 Solo 8A, 9A, 11B, 7C, 10A, B, L.M.R. 1.30

19/07/43 Oxford ED.269 Solo 18, 8A, 9A, 10A. 1.25

19/07/43 Oxford ED.269 Sgt NYE Self I.F. A to L, 18 1.35

26/07/43 Oxford EB.763 F/O COLLIER Self 16 ‘O’ Test 0.30


69

No. 1523 (Beam Approach Training) Flight, R.A.F. Little Rissington

July 1943


22/07/43 Oxford AT.763 F/O MORGAN Self 1A, 1B4 0.30

22/07/43 Oxford MP.464 F/O MORGAN Self 2, 4 1.00

22/07/43 Oxford MP.464 F/O MORGAN Self 5B 1.00

23/07/43 Oxford MP.395 F/O MORGAN Self 4 – 7 0.55

28/07/43 Oxford DF.276 S/L BELASCO Self 7, 8 1.15

28/07/43 Oxford DF.276 S/L BELASCO Self 7 1.00

29/07/43 Oxford DF.276 F/O MORGAN Self 5A 1.20

29/07/43 Oxford AT.761 F/O MORGAN Self 5A, 7, 8. 1.00

30/07/43 Oxford MP.395 F/O MORGAN Self 6A, 6B, 9, unknown QDM 0.30

30/07/43 Oxford MP.395 F/O MORGAN Self 5B, 7 9 1.30

TOTAL Hours No. 1523 (B.A.T.) Flight 10.00

No. 3 Night Flying Flight, No. 6 (Pilots) Advanced Flying Unit, R.A.F Little Rissington,

July 1943


30/07/43 Oxford ED.269 F/Sgt POTTS Self No. 4 M.X.C. 1.35

31/07/43 Oxford LB.421 F/Sgt MADSEN Self 4 night landings 1o/s 1.10

31/07/43 Oxford LB.921 Solo 2 night landings 0.40


70

No. 3 Night Flying Flight, No. 6 (Pilots) Advanced Flying Unit, R.A.F Little Rissington,

August 1943


02/08/43 Oxford MP.362 Sgt CHALK Self 1 night landing 1 o/s 0.25

02/08/43 Oxford MP.362 F/Sgt GRAHAM Self No. 2 SXC 1.35

03/08/43 Oxford EB700 F/O EAST Self 1 N/F Landings 1 o/s 0.35

03/08/43 Oxford EB.700 Solo 4 N/F Landings 1.05

04/08/43 Oxford HN.641 Sgt CHALK Self N/F Test 0.30

05/08/43 Oxford HN.661 Sgt CHALK Self N/F Test 0.30

06/08/43 Oxford MP.237 F/Sgt GRAHAM Self No. 3 MXC 1.45

07/08/43 Oxford HN.666 Solo No. 1 SXC 1.15

08/08/43 Oxford ?? Sgt CHALK Self N/F Test 0.30

09/08/43 Oxford DF.968 Sgt HOPE Self N/F Test 0.30

09/08/43 Oxford LB.? Solo No. 1 SXC 1.40

09/08/43 Oxford BF.969 Self P/O CARLING No. 4 MXC 1.50

10/08/43 Oxford EB.780 Solo 4 x N/F landings. 1.00

TOTAL Hours No. 3 N.F.F. 2.00 15.50


71

No. 2 Squadron, 6 (Coastal) Operational Training Unit, R.A.F Silloth, Cumberland

August 1943


22/08/43 Wellington LB.184 F/Sgt BEETHAM Self DRIA – Photos BABS 4.00

23/08/43 Wellington DV.810 P/O HENDERSON Self DR2, Photos, QGH 6.30

26/08/43 Wellington HZ.253 P/O HENDERSON Self DR3, Photos 5.10

29/08/43 Wellington P/O HENDERSON Self Splash Firing 1.40

September 1943


03/09/43 Wellington HE.469 F/O TOTALAS Self Low Level Bombing 50’ 0.30

03/09/43 Wellington HE.469 P/O HENDERSON Self Low Level Bombing 50’ 0.35

05/09/43 Wellington LB.143 P/O HENDERSON Self D.R.5 D.N.C.O. a/c u/s 1.40

05/09/43 Wellington NF.560 P/O HENDERSON Self Darky 1.00

07/09/43 Wellington LB.184 P/O HENDERSON Self No. 7, QGH 4.15

08/09/43 Wellington HE.469 P/O HENDERSON Self Low Level 600’ 1.10

09/09/43 Wellington NE.253 P/O HENDERSON Self D.R. 5, photos 7.15

10/09/43 Wellington NE.469 P/O HENDERSON Self Low Level Bombing 50’ 1.25

14/09/43 Wellington 15 P/O HENDERSON Self Nav 8 5.00

TOTAL Hours No. 6 (C) O.T.U. 29.55 10.55


72

No. 310 Ferry Training Unit, R.A.F. Harwell

September 1943


20/09/43 Wellington JA.177 F/L MORTON Self Familiarisation 0.45

23/09/43 Wellington JA.177 P/O HENDERSON Self Ex 1 1.45




27/09/43 Wellington JA.177 P/O HENDERSON Self Ex 5 & 6 3.00

United Kingdom to Middle East

September and October 1943


28/09/43 Wellington JA.177 P/O HENDERSON Self Harwell to Hurn 0.45

03/10/43 Wellington JA.177 P/O HENDERSON Self United Kingdom to N. Africa (O.R.L.) 5.30 4.30

17/10/43 Wellington JA.177 P/O HENDERSON Self Rabat/Sale to Biskra 5.00 1.00

18/10/43 Wellington JA.177 P/O HENDERSON Self Biskra to Marble Arch 5.30

19/10/43 Wellington JA.177 P/O HENDERSON Self Marble Arch to Cairo 5.15


73

‘B’ Flight, No. 38 Squadron, R.A.F. Berka, Middle East

November 1943


18/11/43 Wellington Sgt COCKROFT Crew Alex to Berka (Passenger) 4.00

24/11/43 Wellington MP.757 P/O HENDERSON Self Convoy (Raven) Escort 2.20 5.00

29/11/43 Wellington MP.742 P/O HENDERSON Self A/S Area Patrol 0.30 7.50

TOTAL Hours

Operational Hours (2 Sorties) 15.40

Total Ops (4 Sorties) 30.40

December 1943


01/12/43 Wellington HZ.598 F/O HENDERSON Self Close Escort Convoy (Nutshell) 2.00 6.40

04/12/43 Wellington HZ.315 F/O HENDERSON Self Berka to St Jean (Palestine) 5.00 1.50

06/12/43 Wellington F/O HENDERSON Self St. Jean to 135 M.U. (Egypt) 2.25

11/12/43 Wellington MP.679 F/O JENKINS Self L.G. 91 to St. Jean 2.30

20/12/43 Wellington MP.679 F/O HENDERSON Self St. Jean to Berka 6.30

24/12/43 Wellington MP.582 F/O HENDERSON Self Area Patrol 8.20

26/12/43 Wellington MP.582 F/O HENDERSON Self Close Escort Convoy (Zipper) 7.00 2.00

29/12/43 Wellington ‘O’ F/O HENDERSON Self Relative Area Patrol Co (Rump) 2.15 5.00

31/12/43 Wellington JA.177 F/O HENDERSON Self Close Escort Convoy (Datum) 5.35 2.20

TOTAL Hours 33.15 26.10




74

January 1944


02/01/44 Wellington HZ.381 F/O HENDERSON Self Close Escort Convoy (Wagon) 5.30 3.00

05/01/44 Wellington MP.707 F/O HENDERSON Self Close Escort Italian Cr Cond E. 3.40 3.00

05/01/44 Wellington MP.707 F/O HENDERSON Self Berka III to Berka II 0.20

07/01/44 Wellington HZ.381? F/O HENDERSON Self Berka III to 136 M.U. 0.15

08/01/44 Wellington MP.616 F/O HENDERSON Self Air Sea Rescue Search – A/c damaged by hail 3.50

12/01/44 Wellington F/O MASTERTON Self Berka III to Shallufa (Egypt) 3.30 1.00

No. 5 Middle East Training School, R.A.F. Shallufa

January 1944


15/01/44 Wellington ‘R’ Lt/Col COTTON Self Flare attack/Photography 2.30

16/01/44 Wellington ‘Z’ F/O GUNTON Self Flare attack/Search 1.30

Back to the Sand

January 1944


21/01/44 Wellington MP.707 F/O PARKS Self Shallufa to Berka 3 5.40

25/01/44 Wellington HZ.308 F/O HENDERSON Self Air Sea Rescue Search 5.45

27/10/44 Wellington MP.761 F/O HENDERSON Self Bombing Portolago Harbour, (Leros) icing conditions 6.50

over target weather P.R. a/c damaged by ice. Returned to El Adem.

27/01/44 Wellington MP.761 F/O HENDERSON Self El Adem to Base. 1.45

30/01/44 Wellington ‘C’ F/O HENDERSON Self Close Escort to Convoy Venus 3.40 3.30

F/O nerves shot to hell – Last Trip.



Total Ops (10 Sorties)


75

February 1944


10/02/44 Wellington HZ.284 F/O URWIN Self & Crew Air Test 1.00

13/02/44 Wellington HZ.284 F/O URWIN Self & Crew Suda Bay – Melos – Piraeus Area

Anti-shipping patrols 4 x 500 lb H.E. 9.30

15/02/44 Wellington MP.616 F/O URWIN Self & Crew Low Level Bombing 0.45

17/02/44 Wellington HZ.308 F/O URWIN Self & Crew Torp Recce – unable to penetrate Antikith 5.40

electric storms

20/02/44 Wellington HZ.866 F/O URWIN Self & Crew Base – Gambut – Base 3.50

21/02/44 Wellington HZ.866 F/O URWIN Self & Crew Berka – Kilo 40 – Cairo West – Base 8.30 1.10

22/02/44 Wellington HZ.284 F/O URWIN Self & Crew Illuminated Candia Harbour with flares for bombing 8.10

R/C after search for burning m/v

24/02/44 Wellington MP.582 F/O URWIN Self & Crew Base – 136 M.U. 0.20

28/02/44 Wellington MP.608 F/O URWIN Self & Crew A/S Patrol 9.20





76

March 1944


01/03/44 Wellington MP.582 F/O URWIN Self Air Test 1.20

03/03/44 Wellington HZ.288 F/O URWIN Self Close Cover and Relative Area Patrol Convoy Zipper 8.45

07/03/44 Wellington ‘H’ F/O URWIN Self & Crew Bombing Shipping in Santorin Hbr 4 x 500 lb bombs, 6.50

6,000 no flak. On returning to Base, sighted Ju52 at

100’- attacked – hits scored on stbd engine – a/c

dived into sea. 10 minutes later, 2nd Ju 52 sighted

at 100’ making for Crete – attacked 2nd Pilot

Rear Gunner scored hits on entre engine and cockpit –

A/c dived into sea in flames – Sighted 100 ft launch at

Anti-Kith attacked – hits observed throughout length

of ship. No sign of ship next morning. Credited as being sunk.

What a Line!! What a Trip!!

20/03/44 Wellington ‘B’ F/O URWIN Self & Crew A/S Close Cover and Relative Area 8.00

22/03/44 Wellington ‘B’ F/O URWIN Self & Crew Patrol A/S Close Cover & Rel Area 6.05




April 1944


05/04/44 Wellington ‘B’ F/L MARTIN Self & Crew A/S Close Cover 5.35

S/E u/s returned to base

COMPLETED FLYING 2ND PILOT TOUR Day: 216.40 Night: 131.05

NUMBER OF SORTIES FLOWN 25

OPERATIONAL HOURS: 234.40

07/04/44 Wellington HZ.866 Lt. SCOTT Self & Crew Benghazi – Lydda 6.00


77

R.A.F. Station Megiddo (Palestine) – ‘A’(Conversion) Flight, No. 78 Operational Training Unit

May 1944


12/05/44 Wellington 37 F/O HUNT Self – F/O WATSON 0.45

14/05/44 Wellington 25 F/O HUNT F/O WATSON – Self 1.40



20/05/44 Wellington 73 Self F/O WATSON 0.35






June 1944







09/06/44 Wellington 34 F/O DOCK Self – F/O WATSON 0.45





78

R.A.F. Station Ein Shemer (Palestine) ‘V’ Flight, No. 78 Operational Training Unit

June 1944


20/06/44 Wellington 61 F/O PRIESTLEY Self, F/O PERRINS, Base – Cape QATA (Cyprus) N. Port Said – Base 4.05

Sgt MINGAY, Sgt QUAIFE,

Sgt COX and Sgt HADDOCK

22/06/44 Wellington 51 Self Crew Day O.F.E. 5.45

24/06/44 Wellington 88 F/O PRIESTLEY Self & Crew Low Level Bombing 1.00

24/06/44 Wellington 88 Self Crew Low Level Bombing 1.00

25/06/44 Wellington 55 F/O PRIESTLEY Self & Crew Night O.F.E. 3.00

26/06/44 Wellington 51 Self Crew Stick Bombing (Low Level & Medium Level) 1.10

28/06/44 Wellington 78 Self Crew Stick Bombing 2.15

28/06/44 Wellington 83 Self Crew Night O.F.E. 6.20

30/06/44 Wellington 55 Self Crew Air Firing 1.30


Operational Hours

Total Ops

July 1944


02/07/44 Wellington 55 Self Crew Loop Shad Exercise 2.25

04/07/44 Wellington 55 F/O PRIESTLEY & Self Crew Fighter Affiliation 1.20


06/07/44 Wellington 80 Self Crew Low Level Stick Bombing 1.40


08/07/44 Wellington 81 Self Crew Low Level Bombing 1.25

10/07/44 Wellington 69 Self Crew Day O.F.E. 7.00

TOTAL Hours Summary for O.T.U. 49.50 37.35


79

No. 36 Squadron B.N.A.F.

August 1944


22/08/44 Wellington ‘C’ W/O ROBERTS & Self Crew Air Test – Low Level Bombing 1.15

27/08/44 Wellington ‘R’ F/L HUTTON & Self W/O WILLIAMS & Crew Operation – A/S Patrol Rechaia – Alghero (Sandinia) 2.30

27/08/44 Wellington ‘H’ F/L HUTTON & Self Crew Transit Trip – Alghero to Base. 3.20

29/08/44 Wellington ‘S’ MP.816 W/O COOK & Self Sgt COX & Sgt QUAIFE S.E Homings – Low Level Bombings 1.50

TOTAL Hours 8.55

Operational Hours (1 Sortie) 2.30

Total Ops 2.30


80

September 1944


01/09/44 Wellington ‘S’ Self Crew High Level Bombing 1.00

01/09/44 Wellington ‘S’ F/O JOHNSTONE & Self Crew S.E. Homings – Low Level Bombing 1.45

04/09/44 Wellington ‘S’ F/L HUTTON & Self Crew S.E. Homings – Low Level Bombing 1.30

07/09/44 Wellington ‘E’ Self Crew Operation – A/S Sweep Reghaia – Alghero 2.30

09/09/44 Wellington ‘K’ Self Crew Operation – Armed Recce 4 x 250 lb attacked 6.25

Convoy 6 Barges 2 E.V’s off Genoa – Bombed by

Light of Flares – Probable hit – Light and Heavy Flak

Encountered.

12/09/44 Wellington ‘L’ Self Crew Operation – Anti-Human Torpedo Search – Nice – 6.45

San Remo – No Joy!! Chased ‘E’ Boat into

San Remo Harbour – Accurate Flak Encountered.

15/09/44 Wellington ‘J’ HF.358 Self Crew Operation – Armed Recce II – 250 Flares Finale 1.30 5.10

Liguri – Porto Maurizio – No Joy!! Flak from Albenga

– Damned Accurate.

18/09/44 Wellington ‘J’ HF.358 Self Crew LAC HARVEY Transit – Alghero – Tarquinnia (Italy) 2.00

26/09/44 Wellington ‘E’ NB.773 Self Crew LAC HARVEY Tarquinnia to Thorney Island via C. Corse – 7.00

LAC WHITTAM Hyeres Isles – Sete – Toulouse – Poitiers – Coutance

– Cap de Houge

26/09/44 Wellington ‘E’ NB.773 Self Crew LAC HARVEY Thorney Island to Chivenor. 1.20

LAC WHITTAM

TOTAL Hours 37.45

Operational Hours (1 Sortie) 22.50 14.50

Total Ops 24.50


81

October 1944


02/10/44 Wellington ‘D’ Self Crew Radar Homings 3.00



07/10/44 Wellington ‘J’ Self Crew Radar Homings & L.L. Bombing 1.50

08/10/44 Wellington ‘G’ Self Crew Radar Homings – Transit to St. Mawgan & Return 2.15

10/10/44 Wellington ‘D’ Self Crew Radar Homings – Leigh Light Practice 2.30

12/10/44 Wellington ‘F’ Self Crew Q.G.H. – Radar L.L. Bombing & Gunnery 1.55

29/10/44 Wellington ‘Z’ Self Crew L.L. Bombing – Consumption Test 2.40

30/10/44 Wellington ‘O’ Self Crew Radar Homings – QGH – Darkie 3.40

31/10/44 Wellington ‘C’ Self Crew Consumption Test 2.30


Operational Hours - -

Total Ops 18.45 11.35

November 1944


01/11/44 Wellington ‘R’ Self Crew Operation – Anti-Sub Patrol Channel Area 9.00

03/11/44 Wellington ‘Z’ Self Crew Training – L.L.B. Radar Homings 2.15

13/11/44 Wellington ‘F’ Self Crew Operation – Anti-Sub Patrol Channel Area 11.05

29/11/44 Wellington ‘H’ Self Crew Operation – Creeping Line Ahead Patrol – 2.10

Returned to Base Stbd Engine u/s


Operational Hours - 22.15

Total Ops 13.15 33.50


82

December 1944


01/12/44 Wellington ‘G’ Self Crew L.L. Bombing QGH 2.10

04/12/44 Wellington ‘G’ Self Crew Chivenor – Maydown – Limavady 3.20

R.N.A.S. Maydown – Joint A/U School


05/12/44 Wellington ‘G’ Self Crew + Lt. Attacks on Surfaced Submarine 2.40

Schnorkel Exercise

08/12/44 Wellington ‘G’ Self Crew + L/Cdr & Lt Submarine Exercise 3.15

18/12/44 Wellington ‘G’ Self Crew + 2 x Lts Schnorkel Exercise 2.35

18/12/44 Wellington ‘G’ Self Crew + 2 x Lts Submarine Exercise – Schnorkel Exercise 3.00

18/12/44 Wellington ‘G’ Self Crew Limavady – Chivenor 2.20

R.A.F. Chivenor


19/12/44 Wellington ‘M’ Self Crew Radar Homings 2.20

23/12/44 Wellington ‘K’ Self Crew Low Level Bombing BABS & Radar 0.45

26/12/44 Wellington ‘O’ Self Crew Operation Anti-Sub Channel – Engine Failure 0.17

after take-off crashed Little Torrington 01.07 am

too low to bail out Stb Engine on fire –

A/C Intact after landing – Fire! Freddie, Steve Don Killed.

Finis!

6 October 2019 [THE LAST FLIGHT OF WELLINGTON HF.278]

83

Appendix ‘D’ – Order of Service

Memorial Service

St. Giles in the Wood – 6 October 2019

An Act of Remembrance for the three air crew who died in the crash of

Vickers Wellington Mk XIV, HF.278, at near St. Giles in the Wood,

Great Torrington, on 26 December 1944.


84

Welcome by Graham MOORE

• Welcome everyone present;

• Introduce Julian AVERY, Stephen HEAL, and myself;

• Apologies from Rob PALMER and David HOWELLS;

• Thank Reverend Gary OWEN, Ken HARTNOLL representing the Royal British Legion and Lou

SPEAR and Tony LEY representing the Royal Air Force Association today;

• Thank Richard TANTON and Roy GILES-MORRIS for their permission to use their land today

and the support they have given in making this event possible;

• Specifically, welcome:

o Jamie SMITH, son of the pilot John Campbell SMITH, and Maggie FAGAN the grand-

daughter of John Campbell SMITH and her husband Andrew;

o Julia PRESTON, the niece of Frederick Eric MINGAY and her son John;

o Philip COX, the brother of Donald Arthur COX, Philip’s wife Helen, Donald’s niece

Cathy SMITH and her partner;

o Richard TANTON, whose grandfather Bill TANTON had the idea of the memorial, and

was instrumental in the original unveiling in 1996.

• Precis of events of 26 December 1944.

o 12.00 hours – Meet at the Cranford Inn for lunch;

o 13.30 hours – Move by vehicle to Cranford Park to walk down to Memorial;

o 14.30 hours – Commemoration service at the Memorial,

o 15.30 hours – Laying of plaque by Maggie FAGAN by the newly planted tree;

o 16.00 hours – Drive over to St. Augustine’s church, Heanton Punchardon to pay

respects at the grave of Donald COX.


85

Introduction – Stephen HEAL

26 December 1944 – Wellington XIV – HF.278

The aircraft took off on a non-operational flight, but the starboard engine failed shortly after take-

off. The aircraft crashed at Way Barton, St. Giles in the Wood, near Great Torrington, and burst into

flames. Three crew members were killed, two seriously injured with severe burns, but the rear

gunner, Sergeant G. E. HADDOCK escaped uninjured. The crew had completed one patrol on 29

November 1944, in Wellington ‘H’, but had to return at 23.50 hours with the starboard engine

useless. The crew did not undertake any operations during December 1944.

F/O J. C. SMITH, R.C.A.F. Pilot & Captain Seriously Injured (severe burns)

137390 F/O S. E. PERRIN, R.A.F.V.R. Second Pilot Killed

1395994 F/S F. E. MINGAY, R.A.F.V.R. Navigator (B) Killed

1817220 Sgt D. A. COX, R.A.F.V.R. WOp/AG Killed

Sgt I. M. QUAIFE WOp/AG Seriously Injured (severe burns)

Sgt G. E. HADDOCK WOp/AG Uninjured.

Invite Benjamin TANTON to say a few words about his grandfather and the previous memorial

service held in 1996.


86

Short Address by the Reverend Gary OWEN

The aim of this service is to remember the three deceased men who died seventy-five years ago,

and the three survivors who were seriously injured. In addition, it is intended to recognise the

sacrifice and grief of the families, and all those who suffer loss during wartime.

“As Herodotus said, ‘In peace, sons bury their fathers; in war, fathers bury their sons’.”

Prayers led by the Reverend Gary OWEN

A Prayer for the Royal Air Force

Almighty and eternal God,

Lord of the Universe, and maker of all that is,

We praise and thank you for all those

Who denied themselves,

And laid down their lives for their friends.

Grant to those who are remembered here in our hearts,

That their names may be written in your book of life;

And to us who remember them,

Give grace to walk in the same way of love and faith,

That we may come at the last with them,

To that eternal kingdom where you live and reign,

In that perfect unity of love, one God, now and forever.

Amen.


87

No Spotlight for Coastal – Maggie FAGAN

‘Bombers or Fighters?’ his friends used to say,

But when he said ‘Coastal’, they half turned away,

Yet Coastal’s patrols which traversed the Bay,

Forced the U-boats to dive for most of the day.

With the U-boats submerged for much of the day,

The convoys ploughed on, midst the salt and the spray,

While the men on the ships did silently pray,

That his plane would appear; both to circle and stay.

When his plane did appear; both to circle and stay,

Then the Wolf Packs held back; wholly robbed of their prey,

And the convoys sailed on in their purposeful way,

And the seamen reached port where their loved ones did lay.

‘Fighters or Bombers?’ his friends used to ask,

‘Coastal’ he said, his face a tired mask,

‘Though not in the spotlight where others may bask,

We’ve a tough job to do and I’m proud of the task’.

Squadron Leader Tony SPOONER, D.S.O., D.F.C.


88

For the Fallen – John PRESTON

With proud thanksgiving, a mother for her children,

England mourns for her dead across the sea.

Flesh of her flesh they were, spirit of her spirit,

Fallen in the cause of the free.

Solemn the drums thrill: Death august and royal

Sings sorrow up into immortal spheres.

There is music in the midst of desolation

And a glory that shines upon our tears.

They went with songs to the battle, they were young,

Straight of limb, true of eye, steady and aglow.

They were staunch to the end against odds uncounted,

They fell with their faces to the foe.

They shall grow not old, as we that are left grow old:

Age shall not weary them, nor the years condemn.

At the going down of the sun and in the morning

We will remember them.

They mingle not with their laughing comrades again;

They sit no more at familiar tables of home;

They have no lot in our labour of the day-time;

They sleep beyond England's foam.

But where our desires are and our hopes profound,

Felt as a well-spring that is hidden from sight,

To the innermost heart of their own land they are known

As the stars are known to the Night.

As the stars that shall be bright when we are dust,

Moving in marches upon the heavenly plain,

As the stars that are starry in the time of our darkness,

To the end, to the end, they remain.

Robert Laurence BINYON

The Royal British Legion standard is lowered


89

One Minute’s Silence (ALL)

The Kohima Epitaph – Helen COX

When you go home

Tell them of us and say

For your tomorrow

We gave our today.

The Royal British Legion standard is raised.

Laying of Wreaths – Families and R.B.L.

The Lord’s Prayer (ALL)

Matthew Chapter 7 v 9 – 13

Our Father, which art in Heaven,

Hallowed be thy name.

Thy Kingdom come.

Thy will be done in earth, as it is in Heaven.

Give us this day our daily bread,

And forgive us our trespasses, as we forgive those who trespass against us.

And lead us not into temptation, but deliver us from evil:

For thine is the Kingdom, and the power, and the glory,

For ever and ever.

Amen.

Closure – Graham MOORE

Thank you – that is the end of the formal part of the service.

We will be laying a plaque in remembrance of the three air crew killed, and the three survivors.

After that, we will make our way to St. Augustine’s church at Heanton Punchardon.


90

In Memoriam

No. Surname Forenames(s) Age Date of Death

Rank Role Service Service Number

Place of Burial Grave

1. PERRIN26 Stephen Edward 30 26/12/44 Flying Officer

Second Pilot

R.A.F.V.R. 137390 Enfield Crematorium

Panel 2.

2. MINGAY Frederick Eric 22 26/12/44 Flight

Sergeant Navigator

(B) R.A.F.V.R. 1395994

Lingwood (St. Peter’s) C’yard

3. COX Donald Arthur 20 26/12/44 Sergeant WOp/AG R.A.F.V.R. 1817720 Heanton Punchardon

Row Q Grave 12.

26 Son of Walter James and Rosetta PERRIN; husband of Anne PERRIN of Stoke Newington, London.

9 July 2019 [THE LAST FLIGHT OF WELLINGTON HF.278]

91

Above – Stood Up L – R – COX, MINGAY, QUAIFE, PERRIN; Bottom Row – SMITH and HADDOCK

Photograph taken in the Middle East before No. 36 Squadron and the six air crew returned to the U.K.

Below – The three survivors planting the tree in 1996.


92

Bibliography and Sources

The author wishes to thank Jamie SMITH, the son of F/O SMITH, for making available his Flying Log Book, personal

information and photographs for inclusion in this booklet. In addition, the authors wishes to thank the family of Gordon

HADDOCK and Don COX for making similar material available to him.

Primary Sources

No. 36 Squadron O.R.B. The National Archives, Kew (TNA) Air Ministry Files AIR 27/384 series No. 38 Squadron O.R.B. The National Archives, Kew (TNA) Air Ministry Files AIR 27/400 series R.A.F. Chivenor O.R.B. The National Archives, Kew (TNA) Air Ministry Files AIR 28/152 Form 1180 Accident Card The Air Historical Branch Secondary Sources

BOWMAN, Martin W. The Wellington Bomber Story (Stroud, The History Press, 2011) [ISBN 978-0-7524-6193-9] BOND, Dr. Steve Wimpy – A detailed illustrated history of the Vickers Wellington in service 1938 – 1953 (London, Grub Street, 2014) [ISBN 978-1909-8081-140] BOWYER, Chas Wellington at War (Shepperton, Ian Allen Ltd., 1982) [ISBN 0 7110 1220 2] BOWYER, Chas Voices in Flight – The Wellington Bomber (Barnsley, Pen & Sword Aviation, 2014)

[ISBN 978 1 78383 176 0] COOKSLEY, Peter G Wellington, Mainstay of Bomber Command (Wellingborough, Patrick Stephens, 1987) [ISBN 0-85059-851-6] CHORLEY, W. R. Royal Air Force Bomber Command Losses of the Second World War Volume 7 Operational Training Units 1940 – 1947 (Hinckley, Midland Counties Publications, 2002) [ISBN 1 85780 132 6] DELVE, Ken Vickers Armstrong Wellington (Marlborough, The Crowood Press Ltd., 1998) [ISBN 1 86126 109 8] ELLIS, Ken (ed.) Wellington Units – Variants – Survivors – Oddities – Weapons – Colours – Codes (Stamford, Key Publishing Ltd., 2013) [ISBN 978-0946-219445] MacKAY, Ron Wellington in Action (Texas, Signal Publications, 1986) [ISBN 0-89747-183-0] MURRAY, Iain R., Vickers Wellington 1936 to 1953 (all marks and models) Owner’s Workshop Manual – An insight into the history, development, production and role of the Second World War RAF bomber aircraft (Sparkford, Haynes Publishing, 2012) [ISBN 978-0 85733 230 1] SMITH, David J. Vickers Wellington Crash Log – Volume 1 1937 – 1942 (n/k/, privately, n.d.) STEMP, P. D. Kites, Birds and Stuff – Vickers Aircraft (U/K, LULU, 2011) (ISBN 978-1-4478-0561-8]

Websites

Ancestry.co.uk

www.Ancestry.co.uk CWGC Commonwealth War Graves Commission

http://www.cwgc.org

http://www.ancestry.co.uk/

http://www.cwgc.org/


93

The Last Flight of Wellington HF.278

www.BritishMilitaryHistory.co.uk

Robert PALMER, M.A.

Published by: The Author.

the last flight of wellington hf - british military history

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