A short history of 640 Squadron (George Keeling)

A short history of 640 Squadron (George Keeling)

A number of stories, recollections and events remembered by George, who was part of the ground crew on the squadron. It includes press coverage and a programme from an amateur dramatics production that George appeared in post-war. There is also a copy of the Operational Order for Operation Chastise by 617 Squadron, as well as crew lists, and a copy of the squadron 540 for the operation. There are also pages from Flight Sergeant Stalley's Log book for the period July to October 1944. He was the rear gunner on Flight Lieutenant Melrose's crew on No 9 Squadron at Bardney. During this period the squadron attacked the Tirpitz twice, once from Archangel. Included are the Memories and Reflections of the German civil engineer who was in charge of the rebuilding of the dams which had been damaged in the Dams Operation. There are two newspaper cuttings from 2005 regarding the military burial of a 640 Squadron crew who had been shot down on the 24 March 1944, one was from The Daily Telegraph from 2 September 2005. There is also a letter George wrote to the Times giving some background to the story.

57 printed sheets

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MKeelingGW2217141-151002-01

THE SHORT HISTORY OF 640 SQUADRON

[photograph]

[page break]

[inserted] THE SHORT HISTORY OF. 640. SQUADRON. [/inserted]

[underlined] NO. 640 SQUADRON [/underlined]

(No Badge Authorised)

No. 640 Squadron was formed at Leconfield, Yorkshire, on 7th January 1944 as a heavy-bomber unit from “C” Flight of No. 158 Squadron. Equipped with Halifaxes, the Squadron flew its first two missions from Lissett – No. 158 Squadron’s base – but flew all subsequent missions from Leconfield. In all, between January 1944 and April 1945, it dropped 8,482 tons of bombs. During the same period it won the No. 4 Group Bombing Cup (a trophy competed for by No. 4 Group’s Squadrons each month) no less than five times – a record unequalled during any span of time, by any other Squadron in the Group. No.640 Squadron was disbanded at Leconfield on 7th May 1945 – exactly 16 months after having formed.

Main Equipment (Code letters “C8”)
Handley Page Halifax (Jan. 1944 – May 1945)
e.g. B. III (between Jan 1944 – Mar. 1945)
B.VI’s (from March 1945 to May 1945)

[page break]

[deleted text]

[underlined] THE 640 SQUADRON ASSOCIATION. [/underlined]

[underlined] [deleted word] [inserted] C/O. [/inserted] [/underlined] Group Captain R.H. Waterhouse (Rtd.) C.B.E., D.F.C., A.F.C., Silver Star (U.S.A.)

[drawing]
[italics] From a sketch by Biran Gaunt [/italics]

640 Squadron

HANDLEY PAGE HALIFAX B VI.
of 640 Squadron (Bomber Command).

The Halifax was the second of Britain’s four engine Bombers to enter service with the Royal Air Force in the Second World War. Externally very similar to the Mark III, the Mark VI mounted 1800 h.p. Hercules 100 engines, had additional fuel tankage for extended range, and incorporated a pressurised fuel system with special carburettor filters for tropical operation. The 640 Squadron operated in the B III from Jan. 1944 until Mar. 1945 and then the B VI‘s from March 1945 to May 1945. The above is from a pencil sketch by Brian Gaunt which he has presented to the Association with his compliments.

[page break]

[Station Personnel Details of Ground Defence Training Report R.A.F. FORM 1788 for KEELING G.W.]

[picture]
First Thousand Bomber Raid

[page break]

[Reverse of Form previously mentioned stating KEELING G.W. “Completed one weeks Course at Leconfield 20.2.44.”]

[break]

First Thousand Bomber Raid
The air assault on Germany

A great deal was expected that never transpired when on the night of 30th/31st May 1942, 1,046 Halifaxes, Wellingtons, Lancasters, Stirlings and other RAF bombers headed for Cologne on the first Thousand Bomber Raid, and plastered it with stick after stick of 4lb and 30lb incendiaries and high explosives. Bomber Command chief, Air Marshal Sir Arthur Harris, was confident that strategic bombing of this blanket sort had knockout potential and anticipated that the Raid would bring about ‘an abrupt termination’ of hostilities. The Raid did no such thing, but what it did do was set Cologne on fire for a week, render 45,000 citizens homeless, kill 469 and injure another 4,500, wreck water mains, power, gas and telephone networks, plastered 17 major railway centres, and completely devastate 600 acres of the city. The flames of Cologne blazed so intensively that the crews of the last wave of bombers – 910 actually carried out the Raid – were able to see the target 100 miles away. When they left it, a pillar of smoke had spiralled 15,000 ft into the air.

Cologne, though not destroyed, was disrupted for almost six months afterwards and its streets were [missing word] with the skeletal remains of what had once been buildings.

Materially and morally, the Thousand Bomber Raid certainly produced awesome effects, not least because this was the first time the British had assumed the role of attacker on such an overwhelming scale. Afterwards, the RAF dropped leaflets to help the citizens of Cologne digest their message.

‘This proof of the growing strength of the British bomber force’, the leaflets announced ‘is also a herald of what Germany will receive, city by city from now on’.

In that context, the ashes of Cologne put ashes in the mouth of the boastful Nazi Luftwaffe chief who in 1939 had declared: ‘The Ruhr will not be subjected to a single bomb. If an enemy bomber reaches the Ruhr, my name is not Hermann Goering!’ After the Thousand Bomber Raid no one was in any doubt about Goering’s identity. From then on Thousand Bomber Raids were mounted with increasing frequency.

Illustration: Preparing a Whitley for the raid

[page break]

“Jeeves”, & his crew, whose engines I maintained on my arrival at 640 Sqdn, Leconfield.
[photograph]
Pilot Officer Jeeves. Royal New Zealand Air Force.
Bomb Aimer, Royal New Zealand Air Force.
Wireless Operator, Royal New Zealand Air Force.
Navigator, R.A.F. (Ceylon.)
Flight Engineer, Royal Air Force.
Mid-Upper Gunner. Royal Air Force.
Rear Gunner. Royal Air Force.

[photograph]
Preparing for “Take-off”.

[photograph]
“Tail-end Smithy!”

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[photograph]

[photograph] [photograph]

“Jeeves”, & his crew, whose engines I maintained on my arrival at 640 Sqdn, Leconfield.

Pilot Officer Jeeves. New Zealand Air Force.
Bomb Aimer, New Zealand Air Force.
Wireless Operator, New Zealand Air Force.
Navigator, R.A.F. (Ceylon.)
Flight Engineer, Royal Air Force.
Mid-Upper Gunner. Royal Air Force.
Rear Gunner. Royal Air Force.

[page break]

‘D-DAY’ REVISITED

[picture]
The end of Halifax IIILW502 ‘Y’ on 27th June 1944, after clearing the camp and hitting the telegraph pole.

[photograph]
Fred Papple in his war time days.

The code name ‘OVERLORD’ was given to the massive ‘D-DAY’ Normandy invasion carried out under General Eisenhower (Supreme Commander of the Allied Forces) and General Montgomery (Chief of Land Forces.

The 50th Anniversary of D-Day was marked by a return to the beach-head by a group of 50 Australian, along with hundreds from other nations, to the beaches of Normandy where names like Sword Beach, Gold Beach, Juno, Utah and ‘Bloody’ Omaha were walked and cemeteries visited during their week long visit on the fully escorted veterans tour.

A member of the SA Branch of the Royal Australian Air Force Association, Mr Fred Papple, was one of six veterans who were sponsored by TELECOM to attend the ceremonies. The other veterans came from Western Australia, Canberra, Pt McQuarrie and Launceston.

Ex Flight Lieutenant Fred Papple was a pilot in World War 2, flying Halifax 3’s with 640SQN in bombing missions over Europe. There were 99 Australians in 640SQN, which was a mixture of Australian, English, Scotch, New Zealanders, Canadians, Celonese, Mauric and Dutch. 29 of the Australian were Killed in Action with the squadron. There were six South Australians members of the squadron, they were: Brian Hussey (bomb aimer), David Leicester (pilot), Ray Lanyon (bomb aimer), Fred Papple (pilot), George Rose (gunner) and Aubrey Webb (Pilot). George Rose was the only one of the group who was killed in action.

Fred recalls flying into Chateaudun and bombing ahead of the army within a thousand yards of the firing. The operation order for the 6th June 1944 was No 172, and there were 107 aircraft in the group. Fred’s crew on operations to Laval, Amiens, Evercy, St Martins Le Hortier and Oisemont in June.

On the 27th of June, Fred and his crew had a lucky escape when their aircraft crashed and was written off. The starboard outer engine failed on take-off just as they were about to be airborne, and due to a very strong cross wind they left the line of the runway. The undercarriage struck a sandbagged gun emplacement prior to it being fully retracted which shot the aircraft upward and washed off speed and at about 150 feet they passed over the Officers Mess, Guard House and Main Gate into the camp and as they passed over the main road they had lost height so that they clipped the top of the telephone pole with the starboard wing. The pole which carried the telegraph lines to Beverley was snapped off and the flight engineer saw the top part of the pole swinging back and forward like a pendulum as the crashed into, a ready to be harvested, corn field. The aircraft spun around and around until they stopped. The flight engineer was extremely lucky as he was standing under the astra dome on take-off, an inner engine broke off during the crash and left a gaping hole where his seat should have been.

Fred, who lives with his wife Lorna at Warradale, will still be in Europe when this edition comes out and will very likely have a few stories to tell about the trip and the visits to the Normandy Landing Museum, Fine Arts Museum, Memorial Museum of the Battle of Normandy, Museum of Peace and Monty’s Headquarters.

[page break]

Superstitions

Vic Wijnberg’s Horn

Dutchman Vic Wijnberg and his crew had a motor-horn as a talisman. They purchased it from Harper’s Motor Car Showroom and Garage, Union Street, Aberdeen, during an off-duty moment from Forres OTU. Jim Gray, Wijnberg’s rear gunner remembers that:

[italics] ‘There were no cars for sale but there was a car horn hanging on the wall. For some time we as a crew had been looking for a mascot that would make a lot of noise and so we bought it for £1.15.6 (£1.771/2). I collected 5/6d from the rest of the crew so I had to put in £1.10.0d. I’m still waiting to be squared up by the rest! [/italics]

From then on, the horn never left us. It went on all operations with us. Vic took charge of it and kept it in his flying locker. We never flew without it – even on a short air test. When Vic collected his ‘chute and Mae West, he collected the horn as well. He carried it on and off the plane before and after each flight. The horn was blown on approaching Leconfield and this let the control tower know that we were about to call up for permission to land.’

[italics] Vic Wijnberg took the horn on thirty-nine operations. When the Dutchman’s crew had completed their tour, the horn was handed on to Bill Goodrum who had flown as Second Dickie to Vic shortly after joining the Squadron. Bill’s crew developed a particular ritual with regard to the hooter, as he points out: [/italics]

‘It was normally kept in my locker in the crew-room. When we were going on ops, I would take the horn out of the locker and give it to ‘Rosie’ Harvey (mid-upper gunner), who would pump it once or twice. It was always put on the rest position in the fuselage and would stay there for the entire trip. When we landed back at base, ‘Rosie’ would pick it up and bring it out. It was always ‘Rosie’. I don’t know how we got into the routine, it just sort of happened. But after that, you didn’t change things. It was ‘Rosie’s ‘job.’

[photograph]

[italics] When Bill and his crew had completed their tour (of thirty-eight operations) they decided to return the horn to a Dutchman. They gave it to the crew captained by Robbie Van Vliet, who had completed his first operational trip as Second ‘Dickie’ to Bill. Robbie’s wireless operator (Terry Neale) remembers that: [/italics]

‘The rear gunner (‘Sonny’ Burke) took charge of the horn in our crew because he had the least to carry on operations. He would blast it on entering the aircraft and blast it once again on our return. When the European war ended, Robbie Van Vliet, Roy Barrett (navigator) and myself were transferred to No.76 Squadron, Transport Command, flying DC-3 Dakotas in the Far East. I took the horn with me. In the year that followed, the horn accompanied us all on our trips. Duties included transporting troops all over the Far East, flying a Field Marshal from Poona to Madras, and ferrying a regimental pay-roll of £750,000 to a unit in India. But the most outstanding thing I will never forget was picking up POWs who had been held by the Japanese . . . What a pitiful sight.’

[page break]

[photograph] [symbol]

[photograph] [symbol] G.W.K (Tich)

Vic Wijnberg and his crew pose with their ground crew at the end of their tour with No.640 Squadron. Back (L-R): AC Keeling; unknown; ‘Jock’ Steward (mid-upper gunner); Eric Guerin (bomb aimer); unknown; unknown; unknown; Corporal Hodgson; LAC McChesney. Middle (L-R): a flying control officer from Hutton Cranswick (name unknown); Jim Gray (rear gunner); Vic Wijnberg (pilot); Arthur Stone (flight engineer); ‘Jock’ Baxter. Front (L-R): John Humphreys (wireless operator); unknown; Les Corbett (navigator). Note the ‘good luck’ horn at the front of the group. Note also the Dutch Army badges provided by Wijnberg (an ex-Dutch paratrooper) and worn on the breast pocket by a number of individuals. [italics] [via Jock Baxter] [/italics]

[page break]

From 1943 to the end of hostilities with Germany in May, 1945, George Keeling saw service with 640 Squadron, 4 Group, under “Bomber Harris,” prior to transferring to the Royal Naval Air Service until the end of the war with Japan in 1946. He recalls the following incident in an article for the local Church Magazine.

[underlined] An Unforgettable Experience. [/underlined]

On June 5th. 1944, I was detailed to service the two port engines on “N for Nuts,” During this period the regular pilot of this Halifax bomber was Vic Wijnberg, – who was known to all the lads of 640 Squadron as the “Flying Dutchman”.

On completion of our daily inspection, “N for Nuts” was scheduled for an Engine Test, and Vic, the pilot, suggested I might collect a parachute and accompany his crew on this particular Test flight.

As this was not normal practice I feared it may not have been “cleared” with my superiors. However, I duly collected a “chute” and we took off. Gaining height, we crossed the coastline at Bridlington and flew out over the North Sea, heading South down the East coast. I was sitting in the centre of the aircraft, below the Mid-upper Gunner, when the Pilot called on the intercom for me to remove my parachute and go forward to the nose of the aircraft. There I was instructed to lie facedown, in the Bomb-aimer’s position. “Now Titch,” – he said, “you are about to see a sight you will never forget!” He then dived steeply towards a shining, silver sheet of water on which appeared dozens of dark shapes. When we finally levelled out I discovered we were flying, barely mast-high, over a fantastic Armada of destroyers, troop carriers, – and smaller ships towing what appeared to be barges, all moving down towards the French coast, which our planes had been systematically bombing throughout the previous week. As we returned to base I knew “something was afoot” but it was much later that I came to appreciate the fact that the somewhat irregular actions of the “Flying Dutchman” had resulted in a tremendously privileged opportunity to see history in the making.

The next day, June 6th. we all received a letter, from General Ike Eisenhower, commending the noble enterprise on which the Allies had embarked that day, and in which we all had a small part to play.

JUNE 6th. 1944 “D-DAY.

[page break]

MESSAGE FROM “IKE” [indecipherable letters]SUED TO ALL SERVING PERSONNEL JUNE 6th. 1944.

SUPREME HEADQUARTERS
ALLIED EXPEDITIONARY FORCE

[crest]

Soldiers, Sailors and Airmen of the Allied Expeditionary Force!

You are about to embark upon the Great Crusade, toward which we have striven these many months. The eyes of the world are upon you. The hopes and prayers of liberty-loving people everywhere march with you. In company with our brave Allies and brothers-in-arms on other Fronts, you will bring about the destruction of the German war machine, the elimination of Nazi tyranny over the oppressed peoples of Europe, and the security for ourselves in a free world.

Your task will not be an easy one. Your enemy is well trained, well equipped and battle-hardened. He will fight savagely.

But this is the year 1944! Much has happened since the Nazi triumphs of 1940-41. The United Nations have inflicted upon the Germans great defeats, in open battle, man-to-man. Our air offensive has seriously reduced their strength in the air and their capacity to wage war on the ground. Our Home Fronts have given us an overwhelming superiority in weapons and munitions of war, and placed at our disposal great reserves of trained fighting men. The tide had turned! The free men of the world are marching together to Victory!

I have full confidence in your courage, devotion to duty and skill in battle. We will accept nothing less than full Victory!

Good Luck! And let us all beseech the blessing of Almighty God upon this great and noble undertaking.

Dwight Eisenhower

[page break]

[underlined] “B-Flight,” 640 Squadron. Leconfield. [/underlined]

[photograph]
Aircrew & Ground crew of “Z – Zebra.”
(P/o Bill Goodrum with the famous horn.)

[photograph]
“B – Flight,” (Ground Crews.) All my old mates!
(Unfortunately I was on Leave when these photos were taken.)

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[photograph]
THE “OPERATIONS ROOM” AT CHRISTMAS. 1944.

Greetings
[drawing]
[italics] From a sketch by Brian Gaunt [/italics] 640 Squadron

[page break]

[photograph] “640.” OPERATIONS ROOM. 1944.

[photograph]

[photograph]

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[inserted] “ROBIN” (CAREY-EVANS) OF. 640 SQUADRON. WAS GIVEN LEAVE TO ATTEND THE FUNERAL OF HIS GRANDFATHER – DAVID LLOYD-GEORGE [/inserted]
[photograph][symbol]
A FLOWER-DECKED FARM CART carries the coffin to the spinney. Following it are Earl Lloyd George’s four grandsons – Lieutenant the Viscount Gwynedd (20), Welsh Guards; Lieutenant David Lloyd George (21), Royal Artillery; Flight-Lieutenant Robin Carey-Evans (22), R.A.F.; and Midshipman D.L. Carey-Evans (19).

[break]

DRIFFIELD LECONFIELD LISSETT

[crest]

NO. 43 BASE
ROYAL AIR FORCE

[italics] The Base Commander
The Station Commanders Officers
and Senior N.C.O’s,
wish you all
A Happy Christmas.

Christmas 1944 [/italics]

[break]

[photograph]
ABOVE (right): Armour of the United States First Army racing along one of the great autobahns towards the German town of Cassel. These roads, conceived [missing word] Hitler, are proving heaven-se[missing letters] means for transporting vit[missing letters] supplies to the Allied armies

[break]

MONTGOMERY WRITES TO THE DAILY MAIL
[crest] [inserted] Tac [/inserted] HEADQUARTERS:
21 ARMY GROUP.

26-3-45

Dear Sir

Thank you for your mote [sic] I would much like to attend the [missing words]

[page break]

Autographs

[signature]
[signature]
[signature]
[symbol] R. Carey Evans
[signature]
F Burton
J B Bennett
[signature]
[signature]
A L Anderson
[symbol][partial signature] [partial signature]

[signature]
[signature]
F Moody.
J Coft.
L.A. Catling w/o
Jim Viney w/c
[partial signature]

[page break]

Menu

SCOTCH BROTH

ROAST TURKEY – FORCEMEAT STUFFING
ROAST PORK – APPLE SAUCE
BRUSSELS SPROUTS
ROAST POTATOES

CHRISTMAS PUDDING

[indecipherable name] Smith
M Burton
Johnny [indecipherable name]
G Sadler

[signature] (Care to you)
[signature]

[break]

IT WAS HERE THAT HE CHOSE TO SLEEP

THE impressive scene in the spinney on the banks of the River Dwyfor when the remains of the late Earl Lloyd-George were yesterday laid to rest. Thousands of people from all parts of Wales visited the village of Llanystumdwy to pay a last tribute to the great Welshman.

[photograph]
[photograph] [photograph]

MOURNING the late earl were Major Gwilym Lloyd Goerge, Countess Lloyd-George, Lady Megan and Lady Carey-Evans, [missing words] his four grandsons, Flying-Officer R. Carey-Evans, Midshipman David Evans, Viscount Gwynedd (Welsh Guards), and Lieutenant David Lloyd George (Royal [missing words]

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[underlined] April 5th. 1945. Best man at Wedding of George Sadler of 640 Squadron. [/underlined]

(George & Ena – Cutting the Cake.)
[photograph]

[photograph]

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[underlined] April 5th. 1945. Best man at Wedding of George Sadler of 640 Squadron. [/underlined]

[Photograph]

[photograph]

[break]

Air Force Wedding at Colchester.

SADLER – LAMBERT.

The wedding of George Henry Sadler, R.A.F., eldest son of Mr. and Mrs. H. Sadler, of 87, Albert Street, Colchester, and Ena Pearl Lambert, W.A.A.F., second daughter of Mr. and Mrs. F. Lambert, of 65, Winnock Road, Colchester, took place at St. Peter’s Church, Colchester, on April 5th, when the Vicar (the Rev. E. H. Shaw) officiated.

The bride was attired in ivory brocaded silk with silver shoes, veil and head-dress, kindly loaned by a friend, with orange blossom, loaned by her mother, and carried a bouquet of deep red carnations. She wore a gold chain bracelet, the gift of the bridegroom. The bridesmaids were Ivy Lambert (W.A.A.F.) and Joy Lambert (sisters of the bride) and Joan and Doreen Sadler (sisters of the groom). Ivy Lambert, acting as chief bridesmaid, and Joan Sadler wore mauve brocaded silk, and the other two bridesmaids had chosen pink rose flowered satin. The bride was given away by her father, and the duties of best man were ably carried out by George Keeling, R.A.F., friend of the bridegroom. The organist (Mr. D. J. Durrant) played “Lead us, Heavenly Father, lead us,” and on leaving the church the bride was presented with three silver horseshoes by three small girls, friends and relatives. Approximately fifty guests attended a reception held at the Foresters’ Hall, Winnock Road, the catering was by the Co-operative Society.

The happy couple afterwards left to spend their honeymoon at Weston-super-Mare the bride travelling in a wine [missing word] outfit. Both will ret[missing letters] to their units. A large number of [missing letters]ful presents were received, including several gifts of money.

[page break]

[underlined] De-BRIEFING AIRCREWS. [/underlined]

[photograph]

INTELLIGENCE OFFICER == F/L. J. C. MILLWARD.

[photograph]

[page break]

[underlined] Flt/Lt. JAMES MILLWARD. [/underlined]

“Jim” Millward was the Intelligence Officer stationed at R.A.F. Leconfield, the home base of 640 Squadron, and was responsible for the de-briefing of air crews returning from bombing operations. He can be clearly identified on many of the photographs in my archives.

In 1948, a short time after I had returned to my old job at British Celanese, I joined a Drama Group, sponsored by the firm. I took part in a number of plays which were presented in the Staff Canteen until 1955 when the new, purpose built theatre, a feature of the Celanese Sports -ground project, was completed. Following auditions, I was delighted to find myself cast as Danny, the leading role in Emlyn Williams’s play “Night Must Fall.”

This was to be the first presentation in the new theatre and the newly appointed Sports and Social Officer, a Mr. James Millward, was responsible for production.

One evening, at rehearsal, in conversation with another ex-service man, I was asked where I had been stationed during my R.A.F. service. When I replied “Leconfield” I was astounded to hear Jim Millward say, “That’s a co-incidence George, so was I.“

It was, of course, not surprising that our paths never crossed. Although we knew most of the Air-crews, commissioned and non-commissioned, through our close relationship during operations, we had little or no contact with any Admin Officers, (except at Christmas of course, when the officers traditionally serve lunch)

However, Jim and I soon became firm friends, in our new circumstances, and the production was a great success.

[page break]

[boxed] R.A.F. BOTTESFORD
STATION GYMNASIUM
FRIDAY 30th JULY 1943 – 2000 HRS. [/boxed]

R.A.F. LANCASTRIANS
PRESENT
“RISE AND SHINE”

[page break]

A REVUE OF
MUSIC! MIRTH! MELODY!
WITH
JOCK WILSON
THE POPULAR R.A.F. COMEDIAN

Devised and Produced by
FLT./LT. JAMES MILLWARD
By kind permission of Group-Captain W.N. McKechnie, G.C.

Admission:
Officers- 2/= Senior N.C.O’s- 1/= Other Ranks- 6d

PROCEEDS TO R.A.F. BENEVOLENT FUND

[page break]

Officers of the
British Celanese Theatre Group

President: J. I. Greensitt, Esq.
Chairman: Leslie Woodward
Treasurer: Albert Marshall
Secretary: Jean Langston

Committee:

Gwen Barnes, Wallis E. Thompson
Tommy Duery, Vivian Sewell

PREVIOUS PRODUCTIONS

“This Happy Breed” – Noel Coward, February, 1954
“A Murder Has Been Arranged” – Emlyn Williams, April, 1954
“Blithe Spirit” – Noel Coward, October, 1954
“Love On The Dole” – Ronald Gow and Walter Greenwood, January, 1955
“Miranda” – Peter Blackmore, March, 1955

[page break]

BRITISH CELANESE THEATRE GROUP

Presents

“Night Must Fall”
by Emlyn Williams

27th, 28th and 29th OCTOBER, 1955

PROGRAMME :: SIXPENCE

[page break]

Our President, Mr. J. I. Greensitt

We were hoping to persuade the Theatre Group’s President, Mr. Greensitt, to write the forward to this programme. At the time of our going into print however, we were sorry to learn that he had been rushed into hospital with an appendicitis. We send him our best wishes therefore and hope that he will soon be well again.

Foreword . . .

We open our third season with “Night must Fall” by Emlyn Williams.

This play was first produced on 31st May, 1935 at the Duchess Theatre, London. It is hoped that our presentation will give pleasure to all including those who have already seen or heard previous productions on the stage or radio.

Although our present number of ‘acting’ members is comparatively small we feel that the characterisation called for in such a production is well within the scope of the talent available.

Due to much hard work in the past, in unfavourable conditions and cramped quarters – resulting nevertheless in some very fine productions – the Group now has a nucleus of experienced members from which it can develop, indeed, it owes a debt of gratitude to those pioneers who made this position possible.

We are now very fortunate in being allowed the use of the Pavilion Concert Hall with its splendidly equipped stage which deserves our every effort to give of our best in theatrical entertainment. Such will be additional evidence of our appreciation of the Management’s generosity in providing such wonderful facilities.

The British Celanese Theatre Group is a young and ambitious Society. We are looking for still more members interested in play-reading, acting, make-up etc. Those interested are asked to complete the enrolment form provided at the end of this programme.

Three one-act plays are scheduled for production in the new year.

C. JAMES MILLWARD

[page break]

B. C. THEATRE GROUP – Date

APPLICATION FOR MEMBERSHIP

NAME (Mr., Mrs., or Miss) – CLOCK NO.
DEPT. – ‘PHONE NO.

TYPE OF WORK PREFERRED: (Back-stage, make-up, production, straight acting or revue work – in the latter case please state whether singer, dancer, musician, comedian, impersonator, etc.). Also, please state experience, if any.

I enclose 5/- Annual Subscription.

Signature

To: Miss J. Langston,
Hon. Sec.
British Celanese Theatre Group

[page break]

[advertisement for Celanese ‘MYLANIT’]

[page break]

[photograph]
PETER BALL

[photograph]
NANCY WEIR

[photograph]
JUNE FIELD

[photograph]
GEORGE KEELING

[photograph]
JUDY THOMPSON

[photograph]
LUCY LATHER

[photograph]
STUART REEVES

[photograph]
MAVIS BOWEN

[photograph]
C. JAMES MILLWARD

Meet the Cast

[page break]

“NIGHT MUST FALL”
by Emlyn Williams

CAST

Voice of The Lord Chief Justice . . . C. James Millward
Mrs. Bramson . . . Judy Thompson
Olivia Grayne . . . June Field
Hubert Laurie . . . Stuart Reeves
Nurse Libby . . . Lucy Lather
Mrs. Terence . . . Nancie Weir
Dora Parkoe . . . Mavis Bowen
Inspector Belsize . . . Peter Ball
Dan . . . George Keeling

Scene: the action of the play takes place in the sitting-room of Forest Corner, Mrs. Bramson’s bungalow in Essex.

Time: The present.

Play produced by C. JAMES MILLWARD

[page break]

Act I

A morning in October

Act II

Scene 1 Afternoon 12 days later
Scene 2 Late afternoon, 2 days later

Act III

Scene 1 Half an hour later
Scene 2 Half an hour later

There will be an interval of 10 minutes between the acts.

We acknowledge the loan of records by the Gramophone Society.
Photographs of members of the company are by A. R. Toffolo.

Lighting . . . Vivian Sewell, Lester Sewell
Decor . . . Joe Gilbert
Stage Director . . . Albert Marshall
Stage Manager . . . Tommy Duery
Property Manager . . . Wallis E. Thompson
Wardrobe . . . Jean Langston
Make-up . . . Ronald Jenkinson
Business and Publicity Manager . . . Gwen Barnes

[page break]

[underlined] NIGHT MUST FALL. (Produced by James Millward.) [/underlined]

[photograph]
Judy Thompson as Mrs. Branston, George Keeling as Danny, and June Field as Olivia in a scene from “Night Must Fall,” presented by the British Celanes Theatre Group at the Celanese Sports Club, Spondon, last night, and to be repeated to-day, Friday and Saturday.

[break]

THEATRE GROUP’S SUCCESS
Famous Play By Emlyn Williams

“Night Must Fall,” the famous play by Emlyn Williams, was presented by the British Celanese Theatre Group last week at the new Pavillion Concert Hall, Spondon.

This is a difficult choice for amateurs, but this group gave an excellent performance. The producer, Mr. C. James Millward was rewarded with able and enthusiastic work from the cast.

Special mention should be made of George Keeling, the talented young actor who took the part of Dan, the suave page-boy murderer. The absurd Mrs. Bramson, later to fall victim to Dan’s scheming ambition, was portrayed by Judy Thompson.

June Field, depicting Olivia Grayne, excellently brought out the suspicious, but lonely character of Mrs. Bramson’s harried niece. The remainder of the cast gave the leaders all the support they needed.

The atmosphere of suspense was obtained by a masterful combination of expression, dialogue and musical effects. The “back-room boys” should also be commended for the decor, lighting and wardrobe had a very workmanlike look.

The large audiences showed their appreciation by spontaneous applause.

J.A.S

[photograph]

[page break]

[underlined] NIGHT MUST FALL. (Produced by James Millward.) [/underlined]

8 DERBY EVENING TELEGRAPH, Friday, October 23, 1955.

Celanese players can be proud of this show

A PART from a very human attack of “first act, opening night, nerves” the British Celanese Theatre Group’s presentation of “Night Must Fall,” in the new Pavilion Concert Hall, Borrowash Road, Spondon, was a performance that they may well be proud of.

Although Emlyn Williams’ play does not demand great depths of subtle acting, it has many dramatic highlights that call for confident handling. To the credit of the players rarely was there a missed line, or a muffed cue.

DIFFICULT PART

The play takes place in a country home where a murder is committed.

Perhaps the most difficult part to portray is that of Olivia Grayne, played by June Field. Although not very confident at first, she warmed to her role.

The actress who nearly stole the show was, however, Mavis Bowen as the not-too-bright maid, Dora Parkoe, Miss Bowen gave one of the most convincing performances of the evening.

Goerge Keeling, in the role of the mysterious young Dan, was best when he was in the charming mood. He has a pleasing voice, and promises to devel[missing letters] into an accomplished actor.

Both Judy Thompson, as Mrs. Bramson, and Nancie Weir, as Mrs. Terence, deserve mention, and a word of praise to Mr. C. J. Millward for his intelligent producing. D.E.

[unrelated article]

[break]

[photograph]
A SCENE from “Night Must Fall,” which is being presented by the British Celanese Theatre Group at the firm’s concert hall. Left to Right: Judy Thompson as Mrs. Bramson, Goerge Keeling as Dan, and June Field as Olivia Grayne.
[missing text]

[break]

DERBY EVENING TELEGRAPH, Thursday, October 27, 1955. 21

[photograph]
MEMBERS of the British Celanese Theatre Group who will present the play “Night Must Fall” to-night, Friday and Saturday (at the Celanese concert hall), in a scene from the play.

[page break]

[underlined] Sept 1940 [/underlined] Winston Churchill said :-

“Our Fighter planes have been our salvation, but it is our Bombers alone which will ensure Victory!”

[underlined] 640 Squadron Leconfield. [/underlined]

Formed 7th. Jan 1943. (From “C” Flight 158 Squadron,)
Equipped Halifax Heavy Bombers.
Between January 1943 & April 1945,
Sorties Flown 2,476.
Losses (Airmen)
During 1944 275
During 1945 [underlined] 54 [/underlined]
Total 329
Bombs Dropped 8,482 Tons.

[photograph]

During the above period 640 Sqdn. won the 4 group Bombing cup, (a trophy competed for each month) [underlined] no fewer than 5 times, a record unequalled by any other squadron, [/underlined] (see above.)

640 Sqdn. was disbanded at Leconfield on 7th, May 1945 – exactly 16 months after being formed.

[page break]

[underlined] MOST SECRET [/underlined]
COPY NO . . . .

[underlined] NO. 5 GROUP OPERATION ORDER NO. B.976 [/underlined]

[Rubber stamp]

APPENDIX ‘A’ – ROUTES AND TIMINGS

APPENDIX ‘B’ – SIGNALS PROCEDURE FOR TARGET DIVERSIONS, ETC

APPENDIX ‘C’ – LIGHT AND MOON TABLES

[underlined] INFORMATION [/underlined].

[underlined] General. [/underlined]

1. The inhabitants and industry of the Ruhr rely to a very large extent on the enormously costly water barrage dams in the Ruhr District. Destruction of TARGET X alone would bring about a serious shortage of water for drinking purposes and industrial supplies. This shortage might not be immediately apparent but would certainly take effect in the course of a few months. The additional destruction of one or more of the five major dams in the Ruhr Area would greatly increase the effect and hasten the resulting shortage. TARGET Z is next in importance.

2. A substantial amount of damage would be done, and considerable local flooding would be caused immediately consequent on the breach of TARGET X. In fact it might well cause havoc in the Ruhr valley. There would be a large loss of cooling water for the large thermal plants.

3. In the Weser District the destruction of the TARGET Y would seriously hamper transport in the Mittelland Canal and in the Weser, and would probably lead to an almost complete cessation of the great volume of traffic now using these waterways.

4. The reservoirs usually reach their maximum capacity in May or June, after which the level slowly falls.

[underlined] Enemy Defences. [/underlined]

5. (a) [underlined] TARGET X. [/underlined]

There are three subjects on the crest of this dam which may each be a light A.A. gun. A light 3-gun A.A. position is situated below and to the N. of the dam with a possible searchlight position nearby. A double line boom with timber spreaders is floating on the main reservoir at 100 to 300 feet from the dam. No other A.A. position or defence installation is known.

(b) [underlined] TARGETS Y and Z [/underlined].

Information about the defences of these two dams will be given when P.R.U. sorties have covered these areas. (Information has now been issued).

(c) The last resort targets are unlikely to be defended.

[underlined] INTENTION [/underlined]

6. To breach the following dams in order of priority as listed:

(a) TARGET ‘X’ (GO 939)
(b) TARGET ‘Y’ (GO 934)
(c) TARGET ‘Z’ (GO 960)
(d) Last Resort Targets:-
(i) TARGET ‘D’ (GO 938)
(ii) TARGET ‘E’ (GO 935)
(iii) TARGET ‘F’ (GO 933)

/EXECUTION . . . .

[page break]

[underlined] EXECUTION [/underlined]

[rubber stamp]

[underlined] Code Name. [/underlined]

7. This operation will be known by a code name which will be issued separately.

[underlined] Date of Attack. [/underlined]

8. The operation is to take place on the first suitable date after 15th May, 1943.

[underlined] Effort. [/underlined]

9. Twenty Special Lancasters from 617 Squadron.

[underlined] Outline Plan. [/underlined]

10. The twenty special Lancasters of 617 Squadron are to fly from base to target area and return in moonlight at low level by the routes given in APPENDIX ‘A’. The Squadron is to be divided into three main waves, viz:-

(a) [underlined] 1st Wave. [/underlined] Is to consist of three sections, spaced at ten minute intervals, each section consisting of three aircraft. They are to take the Southern route to the target area and attack Target X. The attack is to be continued until the Dam has been clearly breached. It is estimated that this might require three effective attacks. When this has been achieved the leader is to divert the remainder of this wave to Target Y, where similar tactics are to be followed. Should both X and Y be breached any remaining aircraft of this wave are to attack Z.

(b) [underlined] 2nd Wave. [/underlined] Is to consist of five aircraft manned by the specially trained crews who are to take the Northern route to the target, but are to cross the enemy coast at the same time as the leading section of the 1st wave. This 2nd wave are to attack Target Z.

(c) [underlined] 3rd Wave. [/underlined] Is to consist of the remaining aircraft and is to form an airborne reserve under the control of Group H.Q. They are to take the Southern route to the target but their time of take-off is to be such that they may be recalled before crossing the enemy coast if the 1st and 2nd waves have breached all the targets.

Recall will probably not be possible unless the first section of the 1st Wave are at POSITION 51° 51’ N., 03° 00’ E. by Civil Twilight (EVENING) + 30 minutes and the 3rd Wave must be at this position 2 hours 30 minutes later. Orders will be passed to aircraft on the Special Group frequency if possible before they reach the enemy coast instructing them which target they are to attack. Failing receipt of this message aircraft are to proceed to X, Y and finally last resort targets in that order, attacking any which are not breached. Officer Commanding, R.A.F. Station, Scampton, is to arrange for individual aircraft to be detailed to specific last resort targets.

[underlined] Detailed Plan. [/underlined]

11. The 1st Wave is to take off in three sections each of three aircraft and fly to the target at low level by the route given in Appendix ‘A’. Sections are to be spaced at intervals of ten minutes and are to fly in open formation. Height is not to exceed 1,500 feet over England. On leaving the English Coast aircraft are to descend to low level and set their altimeters to 60 feet using the Spotlight Altimeters for calibration. The QFF at various stages of the route is to be carefully noted. Aircraft are to remain at low level for the Flight to the target and on the return journey at least until crossing a point 03° 00’ E.

[page break]

–3–

[rubber stamp]

as low as possible both going in and coming out even if it is necessary to climb a little later for map reading.

13. On arriving at a point 10 miles from the target the leader of each section is to climb to about 1,000 feet. On seeing this all other aircraft are to listen out on V.H.F. Each aircraft is to call the leader of the Wave on V.H.F. on arriving at the target. Spinning of the special store is to be started ten minutes before each aircraft attacks. The leader is to attack first and is then to control the attacks on TARGET X and Y by all the other aircraft of the 1st Wave using the Signals procedure given in APPENDIX ‘B’.

14. Number 2 of the leading section of the 1st Wave is to act as deputy leader for the whole of the 1st Wave during the attack on TARGET X. Should the leader fall out No. 2 of the leading section is to take over leadership, and No. 3 deputy leadership, for the attack of TARGET X. For the attack on TARGET Y Number 4 is to take over deputy leadership, or if No. 1 is absent he is to take over leadership, in which event No. 7 is to be the deputy leader. All other aircraft are to return by Route 1, the second three by Route 2 and the last three aircraft of this wave by Route 3.

15. The direction of attack of TARGET X is to be at right angles to the length of the target. The general direction of attack is, therefore, to be S.E. to N.W. Aircraft are not to be diverted to TARGET Y until TARGET X has been breached. If TARGET X is breached, up to two additional aircraft may be used, at the discretion of the leader, to widen the breach in TARGET X providing at least three aircraft are diverted to attack TARGET Y.

16. When TARGET X is seen to be breached beyond all possible doubt the leader is to divert the remainder of the first Wave to TARGET Y by W/T and V.H.F. where similar tactics are to be used for the attack of this target. The general direction of attack of TARGET Y is to be from N.W. to S.E. If target Y is seen to be breached beyond all possible doubt all remaining aircraft of the 1st Wave are to be diverted by the leader to attack TARGET Z independently using the same tactics as the 2nd Wave.

18. For the attacks of both Targets X and Y the special range finder is to be used, the height of attack is to be 60 feet and the ground speed 220 m.p.h.

19. The 2nd Wave is to take off and fly to Target Z at low level by the Northern Route given in Appendix ‘A’. Aircraft are to cross the enemy coast in close concentration, but not in formation, at the same time, although at a different point, as the leading section of the 1st Wave. Aircraft on this Wave sill [sic] be controlled on the alternative V.H.F. channel. The special stores are not to be spun for the attack of Target Z. Aircraft are to attack this target from N.W. to S.E. parallel to the length of the dam and are to aim to hit the water just short of the centre point of the dam about 15 to 20 feet out from the edge of the water. Attacks are to be made from the lowest practicable height at a speed of 180 m.p.h. I.A.S. Aircraft are to return to base independently. First two aircraft by Route 1; second two aircraft by Route 2 and the last by Route3.

20. The 3rd Wave is to consist of the remaining aircraft and is to form an airborne reserve under the control of Group Headquarters. They are to fly to Target X in close concentration, but not in formation, at low level by the Southern route given in Appendix ’A’. These aircraft are to be at Position 51° 52’ N., 03° 00’ E. 2 hours 30 minutes after the leading section of the 1st Wave have crossed this point on their outward route to the target. Orders for the 3rd Wave will be passed to all aircraft on the special Group frequency, if possible before they reach the enemy coast, instructing them which target they are to attack. Failing receipt of this message aircraft are to proceed to X, Y and, finally, last resort targets in that order attacking any which are not breached. The 3rd Wave are to use tactics of attack

/similar to those . . .

[page break]

–4–

[rubber stamp]

similar to those used by the 1st Wave when attacking Targets X and Y except that attacks on last resort targets are to be made independently. After attacking, aircraft are to return to base independently at low level by any of the three return routes given in Appendix ‘A’. Aircraft attacking early should take Route 1; the next aircraft Route 2 and the last Route 3.

[underlined] Method of Attack. [/underlined]

21. Aircraft are to use the method of attack already practised. The pilot being responsible for line, the Navigator for height, the Air Bomber for range and the Flight Engineer for speed.

22. The interval between attacking aircraft is to be not less than three minutes all targets.

23. On all targets except Target Z each aircraft is to fire a red verey cartridge immediately over the dam during the attack. Aircraft attacking Target Z are each to fire a red verey cartridge as they release their special store.

24. All aircraft are to fly left hand circuits in each target area keeping as low as possible when waiting their turn to attack.

[underlined] Time of Attack. [/underlined]

25. The time of attack of each target by each wave is not important to within a few minutes. The time of crossing the enemy coast is, however, all important. ZERO HOUR, which will be given in the executive order, is, therefore to be the time at which the first section of the 1st wave are to be at POSITION 51° 52’N., 03° 00’ E. on the outward route to the target. This time will probably be Civil Twilight (EVENING) + 30 minutes. At this time aircraft of the 2nd Wave should be about Position 53° 19’ N., 04° 00’ E.

[underlined] Routes. [/underlined]

26. As in Appendix ‘A’.

[underlined] Diversions. [/underlined]

27. The whole essence of this operation is surprise, and to avoid bringing enemy defences to an unnecessary degree of alertness, diversionary attacks must be carefully timed. H.Q. B.C. will be asked to arrange the maximum possible diversionary attacks 20 minutes after the leading section of the 1st wave crosses the enemy coast. No diversionary attacks should be despatched which would cross the enemy coast for a period of one hour preceding the 3rd Wave. 15 minutes after the 3rd Wave cross the enemy coast further diversionary attacks should be made at maximum strength and should continue, if possible until the 3rd wave are clear of enemy territory on the return journey. Diversionary attacks below 2,000 ft. should not be made in the area bounded by points (51° 00’ N., 03° 20’ E), (51° 20’ N., 06° 30’ E), (51° 00’ N., 10° 00’ E.)., 52° 00’ N., 09° 00’ E.). (53° 20’N., 06° 00’ E.). H.Q. B.C. will also be asked to arrange suitable weather reconnaissance to report in particular on the visibility in the target area at least in sufficient time to recall the Lancasters before they cross the enemy coast if the weather is unsuitable.

[underlined] Armament. [/underlined]

28. (a) [underlined] Bomb Load. [/underlined] – Each Lancaster is to carry one special modified store (UPKEEP).
(b) [underlined] Ammunition. [/underlined] – All guns to be loaded with 100 night tracer (G VI).

[underlined] Fuel. [/underlined]

29. The Lancasters may take off at a maximum all up weight of 63,000 lbs. at +14 boost. As the modified store now weighs about 9,000 lbs. 1750 gallons of petrol can be carried.

/Navigation . . .

[page break]

– [indecipherable number] –

[rubber stamp]

[underlined] Navigation. [/underlined]

30. H.Q. B.C. are requested to arrange for the Eastern Chain, Stud 5 to be switched on at Z – 20 minutes and to remain on for the whole of the operation. This should assist in making an accurate landfall on the enemy coast at the correct time.

31. The route is to be carefully studied before flight and the outstanding features, obstructions and pinpoints noted, particularly water pinpoints. E.T.A.’s at each are to be carefully calculated and if any pinpoint is not found on E.T.A a search is to be made before proceeding to the next pinpoint. Aircraft may climb to 500 feet shortly before reaching each pinpoint if necessary to help map reading.

32. The maximum use is to be made of the Air Position Indicators.

[underlined] Synchronisation of Watches. [/underlined]

33. All watches are to be synchronised with B.B.C. time before take off on the day of the operation.

[underlined] Secrecy. [/underlined]

34. Secrecy is VITAL. Knowledge of this operation is to be confined to the Station Commander, O.C. 617 Squadron and his two Flight Commanders until receipt of the EXECUTIVE signal. After crews are briefed they are to be impressed with the need for the utmost secrecy because of the possibility that the operation may be postponed should the weather reconnaissance prove the weather to be unsuitable.

[underlined] Reports. [/underlined]

35. Each aircraft as soon as possible after it has attacked is to report by W/T on the normal Group operational frequency in accordance with APPENDIX ‘B’.

[underlined] Special Devices. [/underlined]

36. MANDREL and TINSEL are not fitted.

37. IFF is NOT to be used on the outward journey but normal procedure is to be followed on the homeward flight. Any aircraft returning early is NOT to use IFF except after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave.

[underlined] Nickels. [/underlined]

38. Nickels are not to be dropped.

[underlined] INTERCOMMUNICATION. [/underlined]

[underlined] Wireless Silence. [/underlined]

39. Strict W/T and R/T silence is to be maintained until after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave. Any aircraft returning early is NOT to break W/T or R/T silence and is NOT to identify on MF/DF except after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave. Aircraft returning before that time are to cross the English Coast at 1,500 feet at the point of exit and proceed direct to base or the nearest suitable airfield. Otherwise normal operational signals procedure is to be used except as modified by Appendix ‘B’.

[underlined] MF/DF Section. [/underlined]

40. Section D is to be used if required in accordance with Paragraph 39.

[page break]

– [indecipherable number] –

[rubber stamp]

[underlined] Executive Order. [/underlined]

41. The executive order for the operation will be given by EXECUTIVE followed by the code word allotted, the date on which the operation is to take place and the time of Zero Hour in British Double Summer Time.

42. ACKNOWLEDGE BY TELEPRINTER.

Ref:- 5G/101/54/Air.
[underlined] Date:- 16th May, 1943. [/underlined]

(Sgd.) H.V. SATTERLY G/C
Senior Air Staff Officer,
No. 5 Group,
[underlined] Royal Air Force. [/underlined]

[underlined] DISTRIBUTION [/underlined]

[underlined] [a] External. [/underlined] [underlined] [b] Copy No. [/underlined]

[a] Group Captain J. N. H. Whitworth, DSO., DFC. [b] 1 and 2.

[a] Headquarters, Bomber Command. (Deputy C.-in-C. personally, or in his absence, Group Captain N.W.D. Marwood-Elton, D.F.C.). [b] 3, 4 and 5.

[underlined] Internal. [/underlined]

[a] Action Copy (Ops. 11). [b] 6 } Not to be issued until after despatch of Executive Signal.
[a] C.S.O. [b] 7 } Not to be issued until after despatch of Executive Signal.
[a] File. [b] 8 } Not to be issued until after despatch of Executive Signal.
[a] Spares. [b] 9, 10, 11, and 12. } Not to be issued until after despatch of Executive Signal.

[page break]

[map of ROUTES FOLLOWED]
[LEGEND]

[page break]

[map of planned routes]

[page break]

[underlined] No. 617 SQUADRON. NIGHT FLYING PROGRAMME 16.5.43. [underlined]

[a] No. [b] A/C [c] Captain [d] F/Engr [e] Navigator [f] W/Optr [g] A/Bomber [h] Front Gunner [i] Rear Gunner

[a] 1. [b] G. [c] W/CDR. GIBSON. [d] SGT PULFORD. [e] P/O. TAERUM. [f] F/LT. HUTCHINSON. [g] P/O SPAFFORD. [h] F/SGT. DEERING. [i] F/LT. TREVOR-ROPER.
[a] 2. [b] M. [c] F/LT. HOPGOOD. [d] SGT. BRENNAN. [e] F/O. EARNSHAW. [f] SGT. MINCHIN. [g] P/O. FRASER.* [h] P/O. GREGORY. [i] F/O. BURCHER.*
[a] 3. [b] P. [c] F/LT. MARTIN.* [d] P/O. WHITTAKER.* [e] F/LT. LEGGO.* [f] F/O. CHAMBERS.* [g] F/LT. HAY. [h] P/O. FOXLEE.* [i] F/SGT. SIMPSON.*
[a] 4. [b] A. [c] S/LDR. YOUNG. [d] SGT. HORSFALL. [e] SGT. ROBERTS. [f] SGT. NICHOLS. [g] F/O. MACCAUSL’D [h] SGT. YEO. [i] SGT. IBBOTSON.
[a] 5. [b] J. [c] F/LT. MALTBY. [d] SGT. HATTON. [e] SGT. NICHOLSON. [f] SGT. STONE. [g] P/O. FORT. [h] F/SGT. HILL. [i] SGT. SIMMONDS.
[a] 6. [b] L. [c] F/LT. SHANNON.* [d] SGT. HENDERSON.* [e] F/O. WALKER.* [f] F/O. GOODALE.* [g] F/SGT. SUMPTER.* [h] SGT. JAGGER. [i] P/O. BUCKLEY.*
[a] 7. [b] Z. [c] S/LDR. MAUDSLEY. [d] SGT. MARRIOTT. [e] F/O. URQUHART. [f] SGT. COTTAM. [g] P/O. FULLER. [h] F/O. TYTHERL’GH. [i] SGT. BURROWS.
[a] 8. [b] B. [c] F/LT. ASTELL. [d] SGT. KINNEAR. [e] P/O. WILE. [f] SGT. GARSHOWITZ. [g] F/O. HOPKINSON. [h] SGT. GARBAS. [i] SGT. BOLITHO.
[a] 9. [b] N. [c] F/LT. KNIGHT. [d] SGT. GRAYSTON.* [e] F/O. HOBDAY.* [f] SGT. KELLOW.* [g] F/O. JOHNSON.* [h] SGT. SUTHERLAND.* [i] SGT. O’BRIEN.*
[a] 10. [b] W. [c] F/LT. MUNRO.* [d] SGT. APPLEBY.* [e] F/O. RUMBLES.* [f] SGT. PIGEON.* [g] SGT. CLAY.* [h] SGT. HOWARTH.* [i] F/SGT. WEEKS.*
[a] 11. [b] Q. [c] F/LT. McCARTHY.* [d] SGT. RADCLIFFE.* [e] F/SGT. McLEAN.* [f] SGT. EATON.* [g] SGT. JOHNSON.* [h] SGT. BATSON.* [i] F/O. RODGER.*
[a] 12. [b] H. [c] P/O. RICE.* [d] SGT. SMITH. [e] F/O MACFARLANE. [f] SGT. GOWRIE. [g] F/SGT. THRASHER. [h] SGT. MAYNARD. [i] SGT. BURNS.
[a] 13. [b] K. [c] SGT. BYERS. [d] SGT. TAYLOR. [e] P/O. WARNER. [f] SGT WILKINSON. [g] SGT WHITAKER. [h] SGT. JARVIE. [i] SGT. McDOWELL.
[a] 14. [b] E. [c] F/LT. BARLOW. [d] SGT. WHILLIS. [e] F/O. BURGESS. [f] F/O. WILLIAMS. [g] SGT. GILLESPIE. [h] F/O. GLINZ. [i] SGT. LIDDELL.
[a] 15. [b] C. [c] P/O. OTTLEY. [d] SGT. MARSDEN. [e] F/O. BARRETT. [f] SGT. GUTERMAN. [g] F/SGT. JOHNSTON. [h] F/SGT. TEES.* [i] SGT. STRANGE.
[a] 16. [b] S. [c] P/O. BURPEE. [d] SGT. PEGLER. [e] SGT. JAYE. [f] P/O. WELLER. [g] SGT. ARTHUR. [h] SGT. LONG. [i] F/SGT. BRADY.
[a] 17. [b] O. [c] F/SGT. TOWNSEND.* [d] SGT. POWELL. [e] P/O. HOWARD.* [f] F/SGT. CHALMERS.* [g] SGT. FRANKLIN.* [h] SGT. WEBB.* [i] SGT. WILKINSON.*
[a] 18. [b] F. [c] F/SGT. BROWN.* [d] SGT. FENERON.* [e] SGT. HEAL.* [f] SGT. HEWSTONE.* [g] SGT. OANCIA.* [h] SGT.ALLATSON. [i] F/SGT. MacDONALD.*
[a] 19. [b] Y. [c] F/SGT. ANDERSON. [d] SGT. PATTERSON. [e] SGT. NUGENT. [f] SGT. BICKLE. [g] SGT. GREEN. [h] SGT. EWAN. [i] SGT. BUCK.

[inserted] * SURVIVED THE WAR. [/inserted]

[page break]

[inserted] RED I
GREY II
WHITE III [/inserted]

[underlined] No. 617 SQUADRON. NIGHT FLYING PROGRAMME 16.5.43. [/underlined]

[a] No. [b] [missing letter]/C. [c] Captain. [d] F/Engr. [e] Navigator. [f] [missing letter]/Optr. [g] A/Bomber. [h] Front Gunner. ]i] re[missing letter]r Gunner.

[inserted] J & P [/inserted] { [a] 1. [b] G. [c] W/CDR. GIBSON. [d] SGT. PULFORD. [e] P/O. [indecipherable name] [f] F/LT. HUTCHINSON. [symbol] [g] [missing letter]/O. SPAFFORD. [symbol] [h] F/SGT. DEERING. [i] F/LT. [indecipherable name] [inserted] III 0415 [/inserted]
[inserted] J & P [/inserted] { [a] 2. [deleted] [b] M. [c] F/LT. HOPGOOD. [/deleted] [d] SGT. BRENNAN. [e] F/O. EARNSHAW. [f] SGT. MINCHIN. [g] F/SGT. [indecipherable name] [h] [missing letter]/O. GREGORY. [i] P/O. BURCHER. [inserted] II [/inserted]
[inserted] J & P [/inserted] { [a] 3. [b] P. [c] F/LT. MARTIN. [symbol] [d] P/O. WHITTAKER. [e] F/LT. LEGGO. [symbol] [f] F/O. CHAMBERS. [g] F/LT. [indecipherable name] [h] P/O. FOXLEE. [i] F/SGT. SIMPSON. [inserted II 0319 [/inserted]
[inserted] [indecipherable letter] [/inserted] { [a] 4. [b] [deleted] [indecipherable letter] [c] S/LDR. YOUNG. [/deleted] [d] SGT. HORSFALL. [e] SGT. ROBERTS. [f] SGT. NICHOLS. [g] F/O. [indecipherable name] [h] SGT. YEO. [i] SGT. IBBOTSON. [inserted] III [/inserted]
[inserted] [indecipherable letter] [/inserted] { [a] 5. [b] J. [c] F/LT. MALTBY [symbol] [d] SGT. HATTON. [e] SGT. NICHOLSON. [symbol] [f] SGT. STONE. [g] P/O. FORT. [symbol] [h] SGT. [indecipherable name] [i] SGT. SIMMONDS. [inserted] II 0311 [/inserted]
[inserted] [indecipherable letter] [/inserted] { [a] 6. [b] L. [c] F/LT. SHANNON. [symbol] [d] SGT. HENDERSON. [e] F/O. WALKER. [f] F/O. GOODALE. [g] F/SGT. SU[indecipherable letters] [h] SGT. JAGGER. [i] P/O. BUCKLEY. [inserted] II 0406 [/inserted]
{ [a] 7. [deleted] [b] Z. [c] S/LDR. MAUDSLEY. [/deleted] [d] SGT. MARRIOTT. [e] F/O. URQUART. [f] SGT. [indecipherable name] [g] P/O. FULLER. [h] P/O. TY[indecipherable letters] [i] SGT. BURROWS. [inserted] III [/inserted]
{ [a] 8. [b] [deleted] B. [c] F/LT. ASTELL. [/deleted] [d] SGT. KINNEAR. [e] [missing letter]/O. [indecipherable name] [f] SGT. [indecipherable name] [g] F/O. [indecipherable name] [h] [indecipherable name] [i] SGT. [indecipherable name] [inserted] III [/inserted]
{ [a] 9. [b] N. [c] [missing letter]/O. KNIGHT. [symbol] [d] SGT. GRAYSTON. [e] F/O. HOBDAY. [f] F/SGT. [indecipherable name] [g] P/O. [indecipherable name] [h] SGT. SUTHERLAND. [i] SGT. O’BRIEN. [inserted] III 0420 [/inserted]
[inserted] 50M N [/inserted] { [a] 10. [b]W. [c] F/LT. MUNRO. [inserted] F E [/inserted] [d] SGT. APPLEBY. [e] F/O. [indecipherable name] [f] SGT. [indecipherable name] [g] SGT. CLAY. [h] [indecipherable name] [i] F/SGT. [indecipherable name] [inserted] I 0036 [/inserted]
[inserted] 50M N [/inserted] [a] 11. [b] Q. [c] F/LT. McCARTHY [symbol] [d] SGT. RAYCLIFFE [e] F/SGT. McLEAN. [f] SGT. EATON. [g] SGT. JOHNSON. [h] SGT. [indecipherable name] [i] F/O. RODGER. [inserted] I 0323 [/inserted]
[inserted] 50M N [/inserted] { [a] 12. [b] H. [c] P/O. RICE. [inserted] R E [/inserted] [d] SGT. [indecipherable name] [e] P/O. MacFARLANE. [f] SGT. GOWRIE. [g] F/SGT. [indecipherable name] [h] SGT. MAYNARD. [i] SGT. BURNS. [inserted] I 0047 [/inserted]
[inserted] 50M N [/inserted] { [a] 13. [deleted] [b] [indecipherable letter] [c] [indecipherable name] [/deleted] [d] SGT. TAYLOR. [e] [missing letter]/O. GARNER. [f] SGT. [indecipherable name] [g] [indecipherable name] [h] [indecipherable name] [i] [indecipherable name] [inserted] I [/inserted]
[inserted] 50M N [a] 14. [deleted] [b] [indecipherable letter] [c] F/LT.BAR [indecipherable letters] [/deleted] [d] SGT. WALLIS. [e] F/O. BURGESS. [f] [indecipherable letter]/O. [indecipherable name] [g] SGT. [indecipherable name] [h] [indecipherable name] [i] SGT. [indecipherable name] [inserted] I [/inserted]
[inserted] JBE S [/inserted] { [a] 15. [b] [/deleted] [indecipherable letters] [c] P/O.OTTLEY. [/deleted] [d] SGT. MARSDEN. [e] [indecipherable letter]/O. BARRETT. [f] SGT. GUT[indecipherable letters] [g] F/SGT. JO[indecipherable letters] [h] SGT. [indecipherable name] [i] [indecipherable name] [inserted] III [/inserted]
[inserted] JBE S [/inserted] { [a] 16. [deleted] [b] S. [c] P/O. BURPEE. [/deleted] [d] SGT. PEGLER. [e] SGT. JAYE. [f] [missing letter]/O [indecipherable name] [g] SGT. [indecipherable name] [h] SGT. LONG. [i] F/SGT. [indecipherable name] [inserted] III [symbol] [/inserted]
[inserted] JBE S [/inserted] { [a] 17. [b] O. [inserted] E [/inserted] [c] F/SGT. TOWNSEND. [symbol] [d] SGT. POWELL. [e] P/O. HOWARD. [f] F/SGT. [indecipherable name] [symbol] [g] SGT. [indecipherable name] [h] SGT. [indecipherable name] [i] SGT. WILKINSON. [inserted] III [symbol] [/inserted]
[inserted] JBE S [/inserted] { [a] 18. [b] P. [inserted] E [/inserted] [c] F/SGT. BROWN. [symbol] [d] SGT. FENERON. [e] SGT. HEAL. [f] [indecipherable name] [g] SGT. OANC[missing letters] [h] SGT. [indecipherable letters]TSON. [i] F/SGT. [indecipherable name] [inserted] II [symbol] [/inserted]
[inserted] JBE S [/inserted] { [a] 19. [b] I. [inserted] F [/inserted] [c] F/SGT. ANDERSON. [d] SGT. PATERSON. [e] SGT. NUGENT. [f] SGT. BICKLE. [g] SGT. GREEN. [h] SGT. [indecipherable name] [i] SGT. BUCK. [inserted] II [symbol] [/inserted]
[inserted] I C
Collection W B 1 [/inserted]

[inserted] (SEE OVER) [/inserted]

[page break]

[diagram]

[page break]

[rubber stamp]

OPERATIONS RECORD BOOK

DETAIL OF WORK CARRIED OUT

By . . . No. 617 Squadron.

[underlined] SECRET [/underlined]

FOR THE MONTH OF May 1943 Page No.

AIRCRAFT TYPE & NUMBER / CREW/ DUTY/ TIME UP,DOWN / DETAILS OF SORTIE OR FLIGHT / [indecipherable title]

[underlined] SUMMARY OF OPERATION CARRIED OUT BY SQUADRON ON 16/17TH. MAY, 1943. [/underlined]

On the night of 16/17th May, 1943, nineteen aircraft of No. 617 Squadron took off to breach a number of important Dams in and around the Ruhr area. There were three primary targets, namely the Mohne, the Eder and the Sorpe Dams, and three alternative targets, the Lister, the Ennerpe [sic] and the Diemel Dams.

The Squadron trained for six weeks, paying particular attention to map reading and accurate low level bombing.

The attack was divided into three waves. The first wave of 9 aircraft subdivided into three sections of three aircraft each, took off at 10 minute intervals, in perfectly clear weather, and with a full moon to assist them. They were detailed for the Mohne and the Eder Dams, in that order of priority. The second wave, consisted of five aircraft, took off to attack the Sorpe Dam, taking a different route, but timed to cross the enemy coast at the same time as, though at different points from,
the leading section of the first wave. The third wave, consisting of the remaining five aircraft, formed an air bomb reserve and took off three hours later, each detailed for one of the alternative targets, and all detailed to be prepared to attack the Mohne or Eder Dams in the absence of any direct orders in the air to carry on to the alternative targets.

Wing Commander Gibson, on route to the target leading the first section of the first wave, met about twelve searchlights, and some concentrated light flak at the lakes 10 miles N.E. of Haltern, which was reported to Group by W/T, and passed by Group to all the other aircraft. On arrival at a point 10 miles from the Mohne Dam, the formation went over to R/T control, and each individual attack was controlled by W/Cdr. Gibson. There were between seven and ten light flak guns around the target, believed to be mainly 20mm. One or two were located on the Dam itself, and there were two positions on the N bank of the Lake on each side of the Dam. W/Cdr. Gibson attacked first and dropped his load accurately. Four other aircraft then attacked under his control, one of which was seen to be hit by light flak during its run up, and overshot with its load. The Dam was seen to breach on the fifth attack, and this was reported to 5 Group by W/T. The remaining four aircraft were then diverted to the Eder Dam, one of these however had been shot down on the way to the target, and only three attacked. One load was seen to overshoot, and this Dam was seen to breach, after two successful attackes. [sic] This fact was also reported by W/T to Group Headquarters.

Of the five aircraft detailed to attack the Sorpe Dam, two returned early, one is known to have attacked, and two are missing without trace. A sixth aircraft from the mobile reserve was also detailed by W/T. to attack the target, and did so successfully. The two aircraft attacking both reported that the crest of the Dam was seen to crumble for some considerable distance.

Two of the remaining four aircraft of the mobile reserve were detailed to attack the Sorpe Dam, one attacked successfully and one is missing, and it is believed did not attack. The fourth aircraft was detailed by W/T. to attack the Lister Dam, and acknowledged the order. There is no further trace of him, and it is not known if he attacked it. The fifth aircraft successfully attacked the Dam at Enneppe.

The most important consequence of this operation is that the Ruhr industries will be deprived of a great deal of their industrial water for the coming summer. The immediate of the floods from the two Dams breached was to cause devastation and disruption throughout the valley of the Ruhr as far/ [inserted] as [/inserted] Duisburg, and serious flooddng [sic] below the Eder Dam at Kassel, and other places down the Weser Valley.

[a] Date [b] Time [c] Summary of Events [underlined] SECRET. [/underlined] [d] References to Appendices

[a] 15.5.43 [c] P/O. A.N. WHITAKER SD (A/5) reposted to Squadron on appointment to commission. (144777) P/O. S. L. [indecipherable letters]ILLIS 144619 SD(F/E) reposted to the Squadron on appointment to commission. Flying Training prior to operations completed to-day.
[a] 16.5.43. [c] A special operation for which this Squadron had been training so hard was carried out. The target was the three great German Dams, the Eder, the Möhne and the Sorpe. 19 aircraft took off to attack the target, and of these, 8 failed to return. The attack was an outstanding success in spite of these losses, and the Eder and the Mohne Dams were definitely breached, and the Sorpe damaged.
[a] 18.5.43. [c] To-day, the Air Officer Commanding No. 5 Group addressed all personnel of this Squadron. After his address, all aircrew proceeded on 7 days leave, and ground crew, with the exception of a few personnel remaining as a skeleton staff, were given 3 days.
P/O. [indecipherable name] D.A. J. 17476 reposted to Squadron on appointment to commission.
P/O. C.A. DEERING J.17245 reposted to squadron on appointment to commission.
F/LT. D. J. MALTSY(60335) [censored word] D.F.C. [indecipherable letter]D. granted acting rank of Squadron Leader [censored word].
[a] 19.5.43. [c] 568102 SGT. DEN[indecipherable letters] R.E. Fit/Arm. posted to No. 1.A.A.S.
[a] 20.5.43. [c] 1539602 SGT. WILLIAMS A. A/G. ceased attachment to A.C.R.S. Brighton.
[c] F/L. ALLSEBROOK AND CREW [symbol] posted to Squadron.
[a] 24.5.43. [c] His Majesty the King approved the following immediate Awards for the squadron operation on the German Dams. :- [underlined] VICTORIA CROSS. [/underlined] WING COMMANDER G.P. GIBSON D.S.O. [censored word] D.F.C. [censored word] [underlined] C.G.M. [/underlined] F/SGT. N.W. BROWN. F./SGT. W.C. TOWNSEND. [underlined] D.S.O. [/underlined] F/L. D.J. SHANNON D.F.C., F/LT. J.C. MCCARTHY DFC. P/O. L.G. KNIGHT. [inserted] S/LDR [/inserted] D [indecipherable letters] MALTBY DFC., F/LT. H.B. MARTIN DFC. [underlined] BAR TO D.F.C. . [/underlined] F/O. D.R. WALKER DFC. F/L. R.E.F. HUTCHINSON DFC. F/L. J.F. LEGGO DFC., F/L. R.C. HAY DFC., [underlined] D.F.C. [/underlined] F/O. L. CHAMBERS. P/O. C.L. HOWARD. P/O. G.A. DEERING. P/O. H.T. TAERUM. P/O. F.M. SPAFFORD. [inserted] D.F.M. [/inserted] F/LT. TREVOR-ROPER DFM. P/O. J. FORT. [indecipherable letters] S. HOBDAY. F/O. E.C. JOHNSON

[page break]

THE LONDON GAZETTE 28 MAY 43.

Acting Wing Commander Guy Penrose GIBSON, DSO, DFC, Reserve of Air Force Officers, No 617 Squadron.

This officer served as a night bomber pilot at the beginning of the war and quickly established a reputation as an outstanding operational pilot. In addition to taking the fullest possible share in all normal operations he made single handed attacks during his “rest” nights on such highly defended objectives as the German battleship TIRPITZ, then completing in WILHELMSHAVEN.

When his tour of operational duty was concluded, he asked for a further operational posting and went to a night-fighter unit instead of being posted for instructional duties. In the course of his second [missing letter]our, he destroyed at least three enemy bombers and contributed much to the raising and development of new night fighter formations.

After a short period in a training unit he again volunteered for operational duties and returned to night bombers. Both as an operational pilot and as a leader of his squadron, he achieved outstandingly successful results and his personal courage knew no bounds. BERLIN, COLOGNE, DANSIG [sic], GYDNIA, GENOA, Le CREUSOT, MILAN, NUREMBURG and STUTTGART were among the targets he attacked by day and by night.

On conclusion of his third operational tour, Wing Commander GIBSON pressed strongly to be allowed to remain on operations and he was selected to command a squadron then forming for special tasks. Under his inspiring leadership, this squadron has now executed one of the most devastating attacks of the war – the breaching of the MOHNE and EDER dams.

The task was frought [sic] with danger and difficulty. Wing Commander GIBSON personally made the initial attack on the MOHNE dam. Descending to within a few feet of the water and taking the full brunt of the anti-aircraft defences he delivered his attack with great accuracy. Afterwards he circled very low for thirty minutes drawing the enemy fire on himself in order to leave as free a run as possible for the following aircraft which were attacking the dam in turn.

Wing Commander GIBSON then led the remainder of his force to the EDER DAM where, with complete disregard for his own safety he repeated his tactics, and once more drew on himself the enemy fire so that the attack would be successfully developed.

Wing Commander GIBSON has completed 170 sorties involving more than 600 hours operational flying, throughout his operational career, prolonged exceptionally at his own request, he has shown leadership, determination and valour of the highest order.

(SEE OVER)

[page break]

THE LONDON GAZETTE. 28th. MAY 1943.

Acting Wing Commander Guy Penrose GIBSON, DSO, DFC, Reserve of Air Force Officers, No 617 Squadron.

This officer served as a night bomber pilot at the beginning of the war and quickly established a reputation as an outstanding operational pilot. In addition to taking the fullest possible share in all normal operations he made single handed attacks during his “Rest” nights on such highly defended objectives as the German Battleship TIRPITZ then completing in WILHELMSHAVEN.

When his tour of operational duty was concluded, he asked for a further operational posting and went to a night-fighter unit instead of being posted for instructional duties. In the course of his second Tour, he destroyed at least three enemy bombers and contributed much to the raising and development of new night fighter formations.

After a short period in a training unit he again volunteered for operational duties and returned to night bombers. Both as an operational pilot and as a leader of his squadron, he achieved outstandingly successful results and his personal courage knew no bounds. BERLIN, COLOGNE, DANSIG [sic], GYDNIA, GEMOA [sic], Le CREUSOT, MILAN, NUREMBURG and STUTTGART were among the targets he attacked by day and night.

On conclusion of his third operational tour, Wing Commander GIBSON pressed strongly to be allowed to remain on operations and he was selected to command a Squadron then forming for special tasks. Under his inspiring leadership, this squadron has now executed one of the most devastating attacks of the war, the breaching of the MOHNE and EDER dams

The task was frought [sic] with danger and difficulty. Wing Commander GIBSON personally made the initial attack on the MOHNE dam. Descending to within a few feet of the water and taking the full brunt of the anti-aircraft defences, he delivered his attack with great accuracy. Afterwards he circle [sic] low for thirty minutes drawing the enemy fire on himself in order to leave as free a run as possible for the following aircraft which were attacking the dam in turn.

Wing Commander GIBSON then led the remainder of his force to the EDER dam where, with complere [sic] disregard for his own safety, he repeated his tactics and once more drew on himself the enemy so that the attack would be successfully developed.

Wing Commander GIBSON has completed 170 sorties involving more than 600 hours operational flying, throughout his operational career, prolonged exceptionally at his own request, he has show [sic] leadership, determination and valour of the highest order.

[page break]

[underlined] OCTOBER [/underlined]
1944 NO 9 SQUADRON. BARDNEY. Time carried forward:- 158.25 204.05

[a] Date [b] Hour [c] Aircraft Type and No. [d] Pilot [e] Duty [f] REMARKS including results of bombing, gunnery, exercises, etc. [g] Flying Times [g1] Day [g2] Night

[a] 21-10-44 [c] LANCASTER WS “C” [d] F/LT MELROSE [e] REAR GUNNER [f] BASE TO SWINDERBY [g1] 1.25
[a] 21-10-44 [c] WS “C” [d] F/LT MELROSE [e] REAR GUNNER [f] BASE TO WADDINGTON [g1] .30
[a] 25-10-44 [c] WS “L” [d] F/LT MELROSE [e] REAR GUNNER [f] AIR TEST [g1] 01.45
[a] 28-10-44 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] TO LOSSIEMOUTH [g1] 02.00
[a] 29-10-44 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [symbol] [f] OPERATIONS. -: BOMBED [underlined] TIRPITZ [/underlined] IN TROMSO FJORD COVERING 2.400. MILES. [g2] 12.35.
[a] 30-10-44 [c] WS “J” [d] F/LT MELROSE [e] FROM LOSSIEMOUTH TO BASE [g1] 02.00
[g1] 06.40 [g2] 12.35

[underlined] SUMMARY FOR OCTOBER 1944
TOTAL DAY FLYING: 6 HRS 40 MINS
TOTAL NIGHT FLYING: 12 HRS 35 MINS
SIG [symbol] E Stalley F/SGT. [/underlined]

[underlined] DATE 7-11-44 [/underlined]

[underlined] O/C “A” FLIGHT [/underlined] [signature] [underlined] S/LDR [/underlined]

TOTAL TIME . . . [g1] 165.05 [g2] 2[indecipherable numbers].40

[page break]

[underlined] JULY [/underlined]
1944. NO. 9 SQUADRON BARDNEY Time carried forward :- [inserted] 86.15 -2 145.[indecipherable number]6

[a] Date [b] Hour [c] Aircraft Type and No. [d] Pilot [e] Duty [f] REMARKS including results of bombing, gunnery, exercise, etc. [g] Flying time [g1] Day [g2] Night

[a] 4.7.44 [b] 10-50 [c] LANCASTER WS. ”J”[d] F/O MELROSE [e] REAR GUNNER [f] AIR TEST [g1] 1-05
[a] 4-7-44 [b] 23-25 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] OPERATIONS -: CREIL (FRANCE) COMBAT! [g2] 4-00
[a] 7.7.44 [b] 22.45 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] OPERATIONS -: CREIL (FRANCE) [g2] 4-35
[a] 8.7.44 [b] 16-15 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] BOMBING. (PRACTICE) [g1] 1-50
[a] 9.7.44 [b] 11.30 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] AIR TEST [g1] 0.20
[a] 10.7.44 [b] 11.45 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] AIR TEST [g1] 0.25
{a] 11.7.44 [b] 14.20 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] AIR TEST [g1] 0.20
[a] 12.7.44 [b] 21.50 [c] WS “J” [d] F/O MELROSE [e] REAR GUNNER [f] DIVERTED TO BOULDERTON. OPERATIONS – CULMONT.- CHALINEBREY (FRANCE) [g2] 8-40
[a] 13.7.44 [b] 10.00 [c] WS. “J.” [d] F/O MELROSE [e] REAR GUNNER [f] FROM BOULDERTON. TO BASE. [g1] 00.20
[a] 23.7.44 [b] 22.55 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] OPERATIONS – KIEL (GERMANY) [g2] 4-55
[a] 25.7.44 [b] 17.55 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] OPERATIONS – ST CYR (FRANCE) [g1] 3-55
[a] 26.7.44 [b] 21.30 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] OPERATIONS – GIV ORS (FRANCE) [g2] 8-45
[a] 28.7.44 [b] 15.30 [c] WS “S” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM BASE TO GLATTON
(U S.A.A.F) [g1] 0.30
[a] 29.7.44 [b] 10.30 [c] FLYING FORTR [indecipherable letter] “F” [d] LT. SHUFF. F/LT MELROSE [e] REAR GUNNER [f] UNITED STATES ARMY AIRFORCE STATION GLATEN [g1] 1.00
[a] 30.7.44 [b] 15.45 [c] FLYING FORTRESS U. “O” [d] LT. SHUFF. F/LT. MELROSE [e] REAR GUNNER [f] FROM [indecipherable word] (USAAF) TO BASE WEATHER U/S [g1] 0.30
[a] 31.7.44 [b] 21.45 [c] WS “B” [d] F/LT. MELROSE [e] REAR GUNNER [f] AIR TEST – BOMBING (PRACTICE DNCO) [g1] 00.25
[g1] 10.40 [g2] 30.35

[underlined] SUMMARY FOR JULY. 1944
TOTAL DAY FLYING :- 10 HRS. 40 MINS.
TOTAL NIGHT FLYING :- 30 HRS 35 MINS
SIGNED E Stalley. Sgt. [/underlined

[underlined] DATE – 2-8-44. [/underlined]

[underelined] O/C ‘A” FLIGHT. [/underlined] – [signature] [underlined] S/LDR. [/underlined]

Total Time . . . [g1 ]96.55 [g2] [indecipherable numbers]

[page break]

[underlined] SEPTEMBER [/underlined]
1944 NO. 9. SQUADRON. BARDNEY. Time carried forward :- 140.30 170.10

[a] Date [b] Hour [c] Aircraft Type and No. [d] Pilot [e] Duty [f] REMARKS including results of bombing, gunnery, exercises, etc. [g] Flying Times [g1] Day [g2] Night

[a] 9.9[deleted 0].44 [b] 12.05 [c] LANCASTER WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] PRACTICE BOMBING [g1] 01.20
[a] 10.9[deleted 0].44 [b] 09.40 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] PRACTICE BOMBING [g1] 02.10

[underlined] ATTACK ON GERMAN BATTLESHIP “ADMIRAL VON TIRPITZ [/underlined]
[a] 11.[deleted 10] [inserted] 9 [/inserted].44 [b] 19. 20 [c] WS “J” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM BASE TO ARCHANGEL (RUSSIA) LONGEST FLIGHT UNDERTAKEN BY BOMBER COMMAND WITH BOMB LOAD & FUEL LOAD [g2] 11.00
[a] 15.9[deleted 0].44 [b] 09.35 [c] WS “J” [d] F./LT MELROSE [e] REAR GUNNER [f] [underlined] OPERATIONS [/underlined] FROM ARCHANGLE (RUSSIA) TO “TIRPITZ.” ANCHORED IN ALTEN FJORD (NORWAY) [underlined] NOTE [/underlined].!. “J”- JONNYS’ 100 OPERATIONAL FLIGHT. [g1] 07.20
[a] 16.9[deleted 0].44 [b] 19.20 [c] WS”J” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM ARCHANGEL (RUSSIA) TO BASE COMPLETING AROUND TRIP OF OPEROX [sic] 5,000 MILES [g2] 10.00
[a] 22.[indecipherable numbers].44 [c] WS “B” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM BASE TO EXETER [g1] 01.30
[a] 22.[indecipherable number].44 [c] WS “B” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM EXETER TO BASE [g1] 01.20
[a] 23.[indecipherable number].44 [c] WS ”J” [d] F/LT MELROSE [e] REAR GUNNER [f] FROM BASE TO WOODHALL “SPA” [g1] :15 [g2] [deleted] 06.55 [/deleted]
[a] 23.[indecipherable number].44 [b] 19.05 [c] WS ”J” [d] F/LT MELROSE [e] REAR GUNNER [f] OPERATIONS FROM WOODHALL SPA – MUNSTER (GERMANY. [g2] 06.55
[a] [indecipherable date].44 [c] WS “A” [d] F/LT MELROSE [e] REAR GUNNER [f] FERRYING TO SWINDERBY AND SYERSTON [g1] 04.00
[g1] 17.55 [g2] 27.55

[underlined] SUMMARY FOR SEPTEMBER 1944.
TOTAL DAY FLYING -: 17 HRS 55 MINS.
TOTAL NIGHT FLYING 27 HRS 55 MINS.
SIG. E Stalley. F/SGT. [/underlined]

[underlined] DATE: 4.10.44. [/underlined]

[underlined] O/C “A” FLIGHT [/underlined] [signature] [underlined] S/LDR [/underlined]

Total time . . . [indecipherable numbers]. 05.

[page break]

[underlined] Memories and Reflections on the breaching of the Möhne Dam in 1943. [/underlined]

By Dr. Ing. e. H. H W Koenig, Civil Engineer responsible for the reconstruction of the dam. (Talk given on 17th May, 1983.)

‘Forty years ago yesterday, in the evening of May 16th, nineteen Lancaster bombers of 617 Squadron, RAF, led by Wing Commander Gibson, left their base at Scampton in Lincolnshire, prepared to attack the Western German reservoir system. The specially selected crews were about to undertake probably the most dangerous and courageous low level air-attack of the second world war.

The low altitude operation had been planned to escape, if possible, detection by radar and therefore to surprise the German anti-aircraft defences. This was not successful and during the approach on Holland the bombers were identified by the German radar network, although their destination targets could not be predicted.

Between 00.15 and 00.20 hrs Gibson and his group reached the Möhne reservoir. By this time the alarm had been raised for the region and Flak installations on the towers of the Möhne dam were manned.

The first attack failed. The bomb exploded but did not reach the dam, probably caught by one of the two torpedo nets protecting the wall. A huge dome of water was thrown into the air by the explosion, and when the water surface became less turbulent, a second bomber began its attack. This aircraft was hit during its approach and caught fire. Its bomb had been released and continued on – over the top of the dam – destroying the power station below the wall on the far side. The burning bomber crashed near the village of Ostönnen, but miraculously, in spite of the low flying height, two of the crew were able to parachute safely. The third and fourth attacks also failed to breach the dam. According to reports of the Flak crews, massive waves of water swept over the dam but the wall remained intact. By this time two Flak guns were out of action and the reduced fire power enabled the fifth aircraft to make its approach to the dam more safely. The bomb was released correctly, reached the dam wall, sank into the water as intended and exploded at a depth of about 10 meters. Because of the greater pressure, the explosive force of the bomb was much more effective than had it exploded in the air or on the water surface. The bowed wall of the dam was shattered between the two towers causing a breach

approximately . . .

[page break]

– 2 –

approximately 77 metres wide with a depth of around 22 metres. The water level of the reservoir was almost at its highest and a tremendous rush of water – initially 7000 cu mts/sec – over -flowed into the valley with enormous force. (As a comparison, the greatest flow ever recorded in the Dusseldorf/Duisburg area was 9780 cu mts/sec). With a speed of about 6 metres per second the wave – 6 to 7 metres in height – forced its way down the narrow Möhne Valley, sweeping away everything in its path and causing unequalled devastation.

The little village of Himmelpforten disappeared. The lower areas of the town of Neheim were badly damaged by the waters. A foreign labour camp near Neheim was completely destroyed and about 800 of the workers died in the floods. More than 1200 people died altogether.

Civilians whose homes lay in the path of the floods suffered particularly badly. The pictures shown in the extensive commemorating exhibition give a vivid impression of the events. The water works in the upper Ruhr valley were extensively damaged. Water purifying plants were covered with thick layers of mud, and water works were put out of commission as far along the valley as Witten.

During the same night the dam of the Eder reservoir was damaged almost to the same extent as the Möhne dam. The Sorpe reservoir was also attacked twice but the two bombs displaced only the upper edge of the dam, for a length of about 60 to 70 metres, and the dam held. An attack on the Lister reservoir had to be abandoned because of gathering fog. Fog also protected the Ennepe reservoir, and the bomb which was dropped there caused no damage at all.

Germany had suffered a serious blow and the Allies celebrated the successful destruction of both reservoirs. However, their aim, to cut off water supplies to the industrial areas in order to stop production, particularly that of the arms industry was not great.

The RAF had to make severe sacrifices. During the approach to the target three aircraft were shot down; two flew into high tension cables; one was shot down during the attack on the Möhne dam and two others on their way back. A total of 56 men failed to return. Of these only three survived as prisoners, two being wounded.

/Let me . . .

[page break]

– 3 –

Let me now look back at the night of 16th/17th May and the following period:

I spent this night with friends in Balve. At about midnight there was an air-raid warning. We dressed and went into the street; the night was peaceful and unusually bright with a clear moon and a cloud-free sky. Then we saw the light of star shells on the horizon and heard a loud explosion. This must have come from the first attack on the Sorpe reservoir, which took place almost at the same time as the first attack on the Möhne dam. Afterwards the silence seemed intensified.

We discussed what might have happened. We were by now used to interrupted nights, having experienced only a few weeks ago the first of the heavy bombing raids on Essen. We went back to bed but later that night I was roused by telephone – a ‘state of emergency’ call – advising me that the Möhne dam had been attacked and instructing me to go there. Shortly afterwards the Bürgermeister collected me in his car. Our aim was to reach the Möhne dam, going first to the Sorpe reservoir. On our way to the Sorpe we had to turn off the headlights of the car several times as a bomber flew low over us; we had the impression the pilot was searching for his target. Shortly after this, while we were just over two kilometres from the reservoir, there came the second air attack on the dam.

Having reached the dam, the first requirement was to form an overall picture of the damage. Roughly one third – about 70 metres – of the crown of the dam had been torn away. A large volume of water must have escaped over the dam at this point. Fortunately, the water level in the reservoir was low, so that there was little fear of a more serious breach. Some members of the Ruhrtalsperrenverein (Association of Ruhr Valley Reservoirs) had by now arrived, and together we walked through the internal inspection tunnels, which run the length of the dam at its base, to check for water seepage, but could not detect any serious damage. By now it was about 4.00 a.m. and I drove alone to the Möhne reservoir. In the Arnsberger Woods my progress was slowed by a number of vehicle convoys – Army, Fire Service and other emergency services.

I tried to imagine what had happened at the Möhne: perhaps torpedos [sic] had been used to breach the dam? Driving to the Delecker Bridge was not possible and I had to make a detour via

Körbeck[inserted] e [/inserted] . . .

[page break]

– 4 –

Korbeck[inserted] e [/inserted]. Light fog lay over the valley. I could see no water. I stopped and noticed that the reservoir, for a far as I could see, was empty. I realized that something terrible must have happened.

Shortly afterwards I saw, at the last moment, that the road had been broken away, caused by the water pressure in the smaller reservoir to the right of the road, which had not been able to empty as quickly as the main reservoir.

At around 5.00 a.m. I reached the main dam and could see the extent of the damage: an enormous breach in the wall, between the towers, from which masses of water were still pouring – rushing and foaming – into the valley. The main Power Station had disappeared completely. Instead there was a large expanse of water, great sections of broken wall, torn torpedo netting and buoys. The first rays of the sun shone through the fog – it was a picture of devastation I shall never forget.

Here I met, at about 5.30 a.m. Dr Prüss, Managing Director of the Ruhrverband (Association for the Ruhr Valley). At this time we estimated the remaining water in the Möhne reservoir to be approximately 25 million cubic metres. In just over 5 hours, 110 million cubic metres had gushed through the breach.

How and by what could such a large breach have been made in this wall which had a thickness of about 16 metres at the base and 6 metres at the crown? Discussions with local people did little to clarify matters and only Frau Schmitz, wife of a local boatman, had seen anything of significance.

In the course of the River Ruhr, between the Möhne reservoir and the junction of the Ruhr and Rhine at Duisburg, there are three smaller reservoirs – the Baldeney, Hengstey and Harkort. The Baldeney reservoir had been used by Allied aircraft for orientation during night bombing raids and had therefore been emptied. Dr Prüss, when learning of the damage at the Möhne, had given orders for the immediate emptying of the other two reservoirs and all three were used for the emergency storage of some of the Möhne waters. The Ruhr Valley, widening out below Neheim, had already taken a large volume of the flood waters. With the use of these three reservoirs, approximately 17 million cubic metres of water were stored. Through this co-operation, the high water level of the Ruhr below the Baldeney reservoir was reduced to about 2000 cubic metres, which more or less equalled the highest natural high-water on this section of the Ruhr.

This . . .

[page break]

– 5 –

This ‘tidal wave’, which flooded into the Rhine at Duisburg, caused the Rhine to rise by several metres.

The enormous damage in the valley of the Ruhr, particularly the repair – at least provisionally – of streets, railway lines and water works, the construction of temporary bridges and the provision of accommodation for the homeless, demanded an extra-ordinary effort in the employment of people and machines. Emergency services and volunteers worked day and night.

The great task of clearing and repairing the damage [inserted] w [/inserted]as given to the Todt Organisation. In these later war years this organisation was the only one in Germany which had available sufficiently large resources of people, machines and building materials. It had been founded for the construction of the West Wall (Siegfried Line) – an enormous organisation with engineers, experts of every kind and labourers drawn from firms, local authorities, engineering bureaux, etc. It was also made responsible for the extending of the Atlantic Wall. Developed with a military structure the organisation had its regional headquarters for the Ruhr at Heidhausen near Essen, offices responsible for the middle and upper Ruhr area at Hagen and a local section office at the Möhne reservoir.

The technical responsibility for the reconstruction of the dam lay in the hands of the Ruhrtalsperrenverein (RTV) – Association of the Ruhr Valley Reservoirs – which formed an independent group for the purpose. Extensive preparations had to be made rapidly. This was not without its problems as a great deal was missing, particularly accommodation for the workforce. There were many difficulties and tensions developing, aggravated by the fact that Todt regarded the RTV group as interlopers. This finally led to Albert Speer – at that time Minister for Armaments and Munitions and Chief of the Todt organisation – appointing me Todt Leader of the Mohne [sic] dam reconstruction project, but with particular emphasis on the maintenance of RTV policies. Thus the RTV group was now closely linked to the Todt organisation. During the following months, this special backing made my position as Todt building leader a great deal easier. In technical questions I had extensive independence. I was also responsible for the repairs to the Sorpe reservoir and the continuing construction of the Verse reservoir where the building programme was now accelerated.

There were . . .

[page break]

– 6 –

There were many differences of opinion about the reconstruction of the Möhne dam. The water storage areas of the RTV reservoirs are filled mainly by the autumn and winter high waters with the ‘Katherinen Flood’ in November being particularly important.

This determined the latest date for the reconstruction of the dam which meant that it should be completed – up to the overflow crown – by October, 1943. In fact, completion to this stage was planned for September, 1943. In order to achieve this extremely short construction time the Todt organisation had proposed to fill the breach in the dam with concrete which their earlier experiences, particularly with the Atlantic Wall and other fortified walls, had led them to believe would be suitable. Against this, we from the RTV were of the opinion that the wall had to be constructed exactly as before and with the same material, ie with quarry stone, as such an enormous cement in-filling would produce unacceptable forces within the wall. The use of concrete in this way, even as a temporary solution, is absolutely unthinkable. In reservoir construction there can be no compromises. The RTV point of view finally prevailed with the help of the German Ministry for Food, Agriculture and Forestry, who were also responsible for water management throughout Germany and thus for the RTV.

The Todt organisation now had the undoubtedly difficult task of obtaining thousands of tons of sound quarry stone and many quarries over a large area were used. Skilled labour was an even greater problem and large areas of Europe were searched for workers experienced in building with stone. The ‘Butzer’ organisation of Dortmund, assisted by two others, was given the job of carrying out the construction works. Work continued day and night, including Sundays, without pause. In total, there were about 1600 workers employed on the construction site. The French were the largest group but there was also a large number of Italians who had previously been working in Berlin, and many Dutch, working for the Butzer organisation, were employed as carpenters. The transport of construction materials caused problems, particularly the quarried stone and the mortar which was specially prepared for the building works at the Möhne dam.

After clearance work to the flanks of the wall was completed, presenting a larger area on which a greater number of builders could be employed, the repair of the breach made good progress. The sealing of the remaining parts of the old wall began, and the shafts were sealed. Under the stress of the fracture, these had

Been torn . . .

[page break]

– 7 –

been torn along their entire length, from top to base. These were difficult but also very interesting tasks which had to be supervised extremely closely.

From the enormous speed and pressure of the water through the breach (as already mentioned, it probably had an initial speed of about 7000 cu metres/sec), a deep depression over 40 metres wide, 25 to 30 metres long and 6 to 8 metres deep, had been eroded within a few hours into the rocks at the base of the dam. Energy of over one million horse-power had to be dissipated. The depression also spread several metres below the base of the wall. To maintain the strength of the dam, new foundations had to be laid across the depression and secured into the undisturbed rock.

The rebuilding of the dam and other repair works progressed well and hopes increased of being able to achieve the proposed completion date. By 24th of September the wall was rebuilt up to the overflow crown, and a few days later a provisional cement road surface was laid over the previously broken section of the dam. On 3rd October, Minister Speer visited the dam and in a short speech thanked everyone involved for their great achievement. The reconstruction of the dam in such a short period had been possible only because people, machines and building materials were always available. Special permissions and authority for the work had been given and all trains transporting materials for the work had priority over all others.

It was surprising at the time – and for me still is today – that during the entire period of reconstruction there were no more Allied attacks on the dam. Occasionally, it was necessary to leave the building site during special air-raid warnings, but in each case only for very short periods. Work was also in progress on future defences for the dam. On each side of the reservoir, in front of the dam wall, a steel pylon 90 metres high was erected. A light steel net, with small bombs attached, was suspended between the pylons so that any attacking aircraft would inevitably have to fly into the net. In addition, torpedo nets were again installed. Perhaps some people may ask the question, ‘What today, when constructing new reservoirs, is done against sabotage and air attacks?’ If I may give my opinion and say that the possibilities to protect them against attacks of this kind are quite small, as in general an industrial country is hardly able to protect itself against sabotage.

Let me finish with a wish. May our reservoirs in future be able to

Fulfill [sic] . . .

[page break]

– 8 –

fulfill [sic] their important function – in peace – for the good of the people and industry, and may events such as happened 40 years ago never be repeated.

[page break]

21 FIRFIELD AVENUE, BREASTON, DERBY. DE72 3EG.

The Editor,
THE TIMES,
1 Pennington Street,
London,
E 98 1TA.

Aug. 25th 2005.

Sir,

I read your report (Thurs. Aug. 25th.), regarding the impending burial service for the crew of a Halifax Bomber, with great sadness.

The raid on Berlin, on March 24th. 1944, cost Bomber Command 72 aircraft, two of which were from 640 Squadron, which I joined upon its formation, at R.A.F. Leconfield, on 7th Jan. 1944.

At that time it was common practice to paint a “Mascot” (i.e. Logo), of the pilot’s choice, on the fuselage, in front of the cockpit, usually accompanied by a line of “bombs,” indicating the number of successful missions undertaken by the crew.

“Bambi,” “Pegasus,” and “Jane (of the Daily Mirror),” were typical items chosen: however, “Jock” Mcleod asked if we could paint a representative square of the “Mcleod Tartan,” although, I clearly recall at the time, our Flight-sergeant, “Jock” Baxter, expressed fears that the basic colour of the tartan, (yellow), might possibly be picked up by enemy searchlights.

Later the following report was received from a wireless operator in another aircraft over Berlin on 24th. Mar. !944. [sic]

“By now the enemy had guessed our destination and the fighters we had seen earlier changed to dark prowlers in the night sky. Hundreds of fighter flares were coming down to light up the bombers and assist the Messerschmidts [sic] and Focke-Wulfs to attack from the darkness, whilst our gunners were blinded by the powerful lights, and we met heavy flak which increased in intensity.”.

A later report stated, “Halifax Bomber LW 430/T, is believed to have been shot down by fighters and crashed c/22 kms. N. of Torgau, (N E. of Leipzig.)

The names of P/O W. Mcleod, and his crew, are recorded on the R.A.F. Memorial at Runnymede.

May they Rest in Peace and Rise in Glory!

I have the honour to be, Sir, your obedient servant,
Leading-Aircraftman, (Retired)

George W. Keeling.

(Tel. 01332 873271)

[unrelated article]

Berlin burial for bomber crew

[photograph]

The remains, found two years ago, of an RAF crew shot down in the Second World War will be buried with full military honours in Berlin next week. Abroad the Halifax, part of a 1,000-bobmer raid on Berlin in March 1944, were Pilot Officer William Collins McLeod, of Glasgow, and Sergeants Norman Cooper (Taunton), Sidney Wheeler (Bristol), John Burdett (Basildon), Angus Webb (Whitstable), Jack Northwood Boston (Bideford), and Ronald Turner (Monks Risborough).

[page break]

THE DAILY TELEGRAPH FRIDAY, SEPTEMBER 2, 2005 *** 15
news.telegraph.co.uk News

RAF wartime bomber crew finally laid to rest
By Kate Connolly in Berlin

[photograph]
Members of the RAF’s Queen’s Colour Squadron carry a coffin with the remains of five crew members of a Halifax bomber shot down over Germany in 1944

[photograph]
June Llewelyn and her daughter Susan Greenaway at the memorial. Mrs Llewelyn’s brother, John Burdett, left, was in the crew
[photograph]

‘When the RAF told me they’d found him, I felt like I’d won the lottery. I grew up always wondering what had happened to him’

THE haunting strains of Last Post drifted across Berlin’s Military Cemetery yesterday as the remains of five members of an RAF bomber’s crew were buried 61 years after it was shot down.

The remains were found two years ago in a field south of Berlin, tangled in the wreckage of their Halifax LW 430, shot down by Luftwaffe nightfighters.

About 25 relatives gathered in Berlin for the ceremony in which the men were buried with full military honours.

Brothers and sisters of the men, aged between 22 and 31 at the time of their deaths, paid tribute to their bravery before laying flowers at the grave.

Just one coffin, containing the remains and draped in the Union Flag, was lowered into the ground by members of the RAF’s Queen’s Colour Squadron.

The grave was marked by a single headstone with the words “Five airmen of the1939-45 war, members of the crew of Halifax LW 430” engraved on it.

The other two crewmen are believed to have been thrown from the plane but were recovered by locals in Saxony at the time of the crash. They are thought to have been buried in a cemetery nearby.

Prayers were said earlier at the former garrison church of St George’s at a service opened by a recital of Franz Liszt’s [italics] Liebestraum [/italics] (Dream of Love). The plane’s navigator, Sgt Norman Cooper, 24, who became engaged 18 months before the tragedy, had wanted it to be played at his wedding and, if he failed to make it home from the war, at his funeral.

His youngest brother, Gordon, 79, from Wiveliscombe, near Taunton, said, “It is as traumatic now as it was when I first got the news. He was such a happy lad, very cheeky and with good looks that earned him the nickname Gary Cooper. I recall walking down the street with him and wishing the girls would look at me like they looked at him.”

The crew, which had been together for nine months, was on its 19th mission. One more would have seen it stood down from operations.

June Llewelyn, 69, the younger sister of Sgt John Burdett, the wireless operator and air gunner, who was 22 when he died, said; “I’m happy to be able to finally close this chapter in my life.

“When the RAF contacted me to say they’d found him I felt like I’d won the lottery. I grew up always wondering what had happened to him and this is a very emotional day for me.”

On the night of 24 March 1944, the Halifax took off from RAF Leconfield, North Yorks, for what turned out to be its last sortie. Unexpected winds of more than 100mph blew it off course and into the path of nightfighters and heavy ground fire.

The night proved to be the second worst for losses suffered by Bomber Command in the Second World War. Out of 1,000 bombers on operations that night, 72 were shot down.

Yesterday’s burial was attended by Gunter Sinnecker, a Luftwaffe pilot from the squadron that shot down the Halifax. Relatives supported the move to invite him.

“I suppose we have to look at it as though they were just doing their job,” said Gillian Beresford, whose cousin, Sgt Jack Boston, was an air gunner. “Our chaps were doing theirs.” The crew consisted of Pilot Officer William McLeod, from Glasgow, Air Bomber Sgt Sidney Wheeler, from Bristol, Wireless Operator and Air Gunner Sgt John Burdett, from Basildon, Flight Engineer Sgt Angus Webb, from Whitstable, Air Gunner Sgt Jack Boston, from Leigh-on-Sea, Rear Gunner Sgt Ronald Turner, from Monks Risborough, Bucks, and Norman Cooper, the Navigator, from Taunton.

[italics] kconnolly@telegraph.co.uk [/italics]