Halifax R9364 was one of six No. 35 Squadron aircraft detailed to Brest on 30th December 1941.
Its seven-man crew comprised:
Harry Aston Williams (Pilot)
Reginald John Lane (2nd Pilot)
Arthur Sykes (Observer)
Leonard Stewart Thorpe (WOP/AG)
Francis Edwin Flint (WOP/AG)
Luther Martin (Air Gunner)
[-] Crowther (Flight Engineer)
The squadron’s Operations Record Book shows ” Results of bombing unobserved owing to violent evasive action from extremely accurate flak. Starboard outer engine rendered unserviceable by flak. Top and tail turrets holed and various other holes in fuselage. Aircraft landed safely at base”
ADDITIONAL INFORMATION
AM Form 78
The AM Form 78 (Movement Card) does not show any movement / repairs to the aircraft as a result of this incident
AM Form 1180 (Accident Card)
There is no AM Form 1180 (Accident Card) for this incident
Halifax DT489 was one of twelve No. 35 Squadron aircraft detailed to attack Aachen on the night of the 5th / 6th October 1942.
Its seven-man crew comprised:
Harry Burns MacDonald (Pilot)
Ronald Edward Wilkes (2nd Pilot)
John Baker (Navigator)
Edward Whitter (Wireless Operator)
Jack Reginald Ely (Air Gunner)
George Carpenter (Air Gunner)
James Ellis Jones (Flight Engineer)
The squadron’s Operations Record Book shows “Aircraft returned early from 20 miles south of Cambridge after being struck by lightning at 20.00hrs, the trailing aerial breaking off and the Flight Engineer, Sergeant Jones being temporarily blinded by lightning flash. A landing was made with flares still on at Wyton.
XL319 (Scampton 1980s) [Courtesy of Andrew Molland] Awaiting a photograph of the aircraft on display at NELSAM
Vulcan XL319, utilised by the squadron throughout its “Vulcan Era”, is proudly on display at the North East Land, Sea and Air Museum
In 2020, a portacabin was purchased to house an exhibition about its use by the various squadrons, so if you have any photographs, documents or stories relating to its use by No. 35 Squadron which could be included on the display boards, please get in touch with them.
The following identifies the serial numbers of the aircraft that were on establishment of No. 35 Squadron and then available to the squadron from the Coningsby / Cottesmore Pool(s), along with details of known losses and incidents.
Information regarding the serial numbers has been obtained from the AM Form 78 (Movement Cards); however other aircraft may have been used by the squadron for specific exercises or operations:
1962
1963
1964
1965
1966
1967
1968
XH425
x
XH426
x
x
XH427
x
XH443
x
XH536
x
x
XH555
x
XH556
x
XH557
x
x
XH560
x
x
x
x
XH561
x
XH562
x
x
x
x
x
x
XH563
x
XJ780
x
x
XJ781
x
x
XJ782
x
XJ783
x
x
XJ784
x
XJ785
x
XJ823
x
x
x
XJ824
x
x
x
XJ825
x
x
x
x
x
x
XL385
x
XL386
x
XL388
x
XL390
x
XL391
x
XM570
x
XM571
x
x
XM572
x
XM597
x
x
x
x
x
XM598
x
x
x
x
x
XM599
x
x
x
x
x
XM600
x
x
x
x
x
x
XM601
x
XM602
x
x
x
x
x
XM603
x
x
x
x
x
XM604
x
x
x
x
x
x
XM605
x
x
x
x
x
XM606
x
x
x
x
x
XM607
x
x
x
x
x
XM608
x
x
x
x
x
XM609
x
x
x
x
x
XM610
x
x
x
x
x
XM611
x
x
x
x
x
XM612
x
x
x
x
XM645
x
x
x
x
XM646
x
x
x
x
x
XM647
x
x
x
x
x
XM648
x
x
x
x
XM649
x
x
x
x
XM650
x
x
x
x
XM651
x
x
x
x
x
XM652
x
x
x
x
XM653
x
x
x
x
x
XM654
x
x
x
x
x
XM655
x
x
x
x
x
XM656
x
x
x
x
XM657
x
x
x
x
1962 (aircraft loaned from Scampton)
XH426 XH427 XH443
Aircraft losses and incidents (if any) were as follows:
1963 (aircraft loaned from Scampton and from No. 9 and 12 Squadron (also stationed at Coningsby) and then from own establishment)
The following identifies the serial numbers of the aircraft that were available to No. 35 Squadron from the Akrotiri Pool, along with details of known losses and incidents.
Information regarding the serial numbers that were in the Pool has been obtained from the AM Form 78 (Movement Cards); however other aircraft may have been used by the squadron for specific exercises or operations:
1969
1970
1971
1972
1973
1974
XH557
x
XH560
x
x
x
XH561
x
x
x
x
x
x
XH562
x
x
x
x
x
x
XJ780
x
x
x
x
x
x
XJ781
x
x
x
x
x
XJ782
x
x
x
x
x
x
XJ783
x
x
x
x
x
x
XJ784
x
x
x
x
x
XJ823
x
x
x
x
x
x
XJ824
x
x
x
x
x
x
XJ825
x
x
x
x
x
x
XL391
x
x
x
x
x
x
XL443
x
x
x
XL445
x
x
x
x
x
x
XL446
x
x
x
XM569
x
x
x
x
x
x
XM570
x
x
x
x
x
x
XM571
x
x
x
x
x
x
XM572
x
x
x
x
x
x
XM573
x
x
x
x
x
XM574
x
x
XM645
x
XM646
x
x
x
x
x
x
XM647
x
x
x
x
x
x
1969
Aircraft available from the Akrotiri Pool were: XH560 XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ823 XJ824 XJ825 XL391 XL445 XM569 XM570 XM571 XM572 XM646 XM647
Aircraft losses and incidents (if any) were as follows:
1970
Aircraft available from the Akrotiri Pool were: XH560 XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ784 XJ823 XJ824 XJ825 XL391 XL445 XM569 XM570 XM571 XM572 XM573 XM646 XM647
XJ823 at Masirah Oct 1970 [Courtesy of Dick Yates]
Aircraft losses and incidents (if any) were as follows:
1971
Aircraft available from the Akrotiri Pool were: XH560 XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ784 XJ823 XJ824 XJ825 XL391 XL445 XM569 XM570 XM571 XM572 XM573 XM646 XM647
Aircraft losses and incidents (if any) were as follows:
1972
Aircraft available from the Akrotiri Pool were: XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ784 XJ823 XJ824 XJ825 XL391 XL443 XL445 XL446 XM569 XM570 XM571 XM572 XM573 XM646 XM647
Aircraft losses and incidents (if any) were as follows:
1973
Aircraft available from the Akrotiri Pool were: XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ784 XJ823 XJ824 XJ825 XL391 XL443 XL445 XL446 XM569 XM570 XM571 XM572 XM573 XM574 XM646 XM647
Aircraft losses and incidents (if any) were as follows:
1974
Aircraft available from the Akrotiri Pool were: XH557 XH562 XJ780 XJ782 XJ783 XJ784 XJ823 XJ824 XJ825 XL391 XL443 XL445 XL446 XM569 XM570 XM571 XM572 XM573 XM574 XM645 XM646 XM647
Aircraft losses and incidents (if any) were as follows:
The following identifies the serial numbers of the aircraft that were on charge of No. 35 Squadron whilst stationed at Scampton, along with details of known losses and incidents.
Information regarding the serial numbers that were on charge of the squadron has been obtained from the AM Form 78 (Movement Cards); however other aircraft may have been used for specific exercises or operations:
1975
1976
1977
1978
1979
1980
1981
1982
XH538
x
x
x
x
XH557
x
XH561
x
x
x
x
x
x
x
XH562
x
x
XJ780
x
XJ782
x
x
XJ783
x
x
x
x
x
x
x
x
XJ784
x
XJ823
x
x
XJ824
x
x
x
x
XJ825
x
x
x
x
x
x
x
XL319
x
x
x
x
x
XL321
x
x
XL359
x
x
XL360
x
x
x
x
XL361
x
x
x
x
x
XL390
x
XL392
x
XL443
x
x
x
x
x
x
x
XL444
x
x
x
XL445
x
x
x
x
x
x
x
XL446
x
x
x
x
x
x
x
x
XM570
x
x
x
x
x
x
x
XM571
x
x
x
x
XM572
x
x
x
x
x
x
x
XM574
x
XM595
x
XM645
x
XM646
x
XM647
x
1975 (from own establishment)
Aircraft on charge of the squadron were: XH557 XH561 XJ780 XJ782 XJ783 XJ784 XJ824 XJ825 XL443 XL445 XL446 XM571 XM572 XM574 XM645 XM646 XM647
XL445 (date unknown)
Aircraft losses and incidents (if any) were as follows:
1976 (from own establishment)
Aircraft on charge of the squadron were: XH561 XJ783 XJ824 XJ825 XL390 XL443 XL445 XL446 XM570 XM571 XM572
XJ824 (1976) [Courtesy of MAHC]
Aircraft losses and incidents (if any) were as follows:
1977 (from own establishment)
Aircraft on charge of the squadron were: XH538 XH559 XH561 XJ783 XJ823 XJ824 XL321 XL361 XL443 XL445 XL446 XM570 XM571 XM572
XH559 14-07-77 [Copyright John M Boulder] [With kind permission of Andrew Molland]
Aircraft losses and incidents (if any) were as follows:
1978 (from own establishment)
Aircraft on charge of the squadron were: XH538 XH561 XJ783 XL319 XL360 XL361 XL443 XL444 XL445 XL446 XM570 XM571 XM572
XL443 (date unknown)
Aircraft losses and incidents (if any) were as follows:
1979 (from own establishment)
Aircraft on charge of the squadron were: XH538 XH561 XJ782 XJ824 XL319 XL360 XL361 XL443 XL444 XM570 XM572
XL361 (date unknown)
Aircraft losses and incidents (if any) were as follows:
1980 (from own establishment)
Aircraft on charge of the squadron were: XH538 XH561 XH562 XL319 XL360 XL361 XL443 XL444 XM570 XM572
XH561 (Scampton 1980s) [Courtesy of Andrew Molland]
Aircraft losses and incidents (if any) were as follows:
1981 (from own establishment)
Aircraft on charge of the squadron were: XH561 XH562 XJ783 XJ823 XJ825 XL319 XL321 XL359 XL360 XL361 XL443 XL445 XM570 XM572
XJ783 (Scampton 1980s) [Courtesy of Andrew Molland]
XM570 [Courtesy of Richard Pidduck]
Aircraft losses and incidents (if any) were as follows:
1982 (from own establishment)
Aircraft on charge of the squadron were: XJ783 XJ825 XL319 XL359 XL392 XL446 XM595
XL359 (date unknown) [Source: VulcantotheSky]
Aircraft losses and incidents (if any) were as follows:
Initially the Vulcan B.2 aircraft were utilised for high level attack and were finished in an “anti-flash” white paint scheme. When the change to low level attack was introduced in 1964 the aircraft were given a gloss sea grey and dark green camouflage on the upper surfaces along with white under surfaces. Matte camouflage and grey undersides were introduced in the mid-1970s.
The first camouflaged aircraft to arrive at Coningsby was XM645
The Avro Vulcan was typically crewed by a Pilot, a Co-Pilot, a Navigator (Plotter), a Navigator (Radar) and an Air Electronics Officer (AEO)
The Captain and Co-Pilot were on the flight deck, with the Navigator (Radar), Navigator (Plotter), and Air Electronics Officer (AEO) on the lower deck (from left to right, facing rearwards).
Captain and Co-Pilot Seats
Nav (Radar), Nav (Plotter) and (AEO) Seats
Makeshift 6th and 7th seats were also available for use by personnel such as a Crew Chief who flew with the crew on exercises such as Rangers.
Sixth Seat
[Photographs courtesy of Stephanie A. Lawton (Solway Aviation Museum)]
Crew Positions in the Vulcan [Courtesy of Ron Powell]
“The following is an extract from the book “Shropshire Blue” by Ron Powell
“To enter a Vulcan, the crew climbed up a ladder and through a rectangular hatch beneath the fuselage, just in front of the nosewheel. Once inside, the two pilots carried on up another narrow ladder to sit side by side on their ejection seats beneath the domed cockpit. One of the three rear crew – two navigators and an air electronics operator – having telescoped and stowed the entrance ladder to one side, closed the hatch. These three then turned their backs on the pilots and, just behind the hatch, stepped onto a small platform, on which they sat side by side at a desk, facing backwards at a wall of instruments and radar scopes.
Some way behind this wall was the bomb bay – inaccessible to the crew, unlike in the James Bond film, Thunderball, where there was a door between the crew compartment and the nuclear weapons in the bomb bay!
Close to the hatch, was a sixth seat, which could be occupied by a passenger or an NCO called a Crew Chief, an engineer who flew with the aircraft when it was due to land anywhere other than its home base.
Only the pilots sat on ejection seats. To get out in an emergency, they had the option of pulling a yellow and black handle on the seat between their legs, or a similar one above their heads. Pulling either would blast the heavy canopy away, then fire them and their seat into the airflow. Separation from the seats was automatic, after which they could float down on their parachutes.
The rest of the crew had no such luxury.
To save costs during the development of the Vulcan, it had been decided not to provide the rear crew with an automatic means of escape, even though it was technically feasible. Instead, the rear crew were provided with assister cushions which inflated to help lift them out of their seats against the g forces likely to be experienced in a stricken aircraft. The Crew Chief or passenger lacked even this minimal level of support.
Once out of their seats, the rear crew had to step down to the hatch and pull a handle to blow it open against the pressure of the airflow. Then, one by one, they had to slide down the hatch and clear of the aircraft – avoiding bashing into the nosewheel if the undercarriage was down. Once clear, their parachutes were operated automatically by a static line attached to the aircraft. If this failed, they could pull the ripcord themselves like a conventional parachutist.
As you can imagine, in an emergency, with the aircraft doing heaven knows what, none of this was likely to be straightforward.
The nightmare scenarios were emergencies where there was insufficient time for the rear crew to get out before the aircraft broke up or hit the ground, or where, even if they managed to get out, the aircraft was too low for their parachutes to open.
The history of the Vulcan was peppered with accidents where the front crew ejected and survived, and the rear crew died in the ensuing crash. But there were also instances where the front crew seem to have stayed in the cockpit to die, rather than eject and leave their comrades to face death alone”
6th and 7th seat (Crew Chief) [Courtesy of Richard Pidduck]
When flying on a “Ranger” to an away base where the aircraft would carry out flying operations or occasionally take part in Airshows, it was normal for the Crew Chief, a non-commissioned airman in the rank of Chief Technician to fly with the aircraft as No 6. Crew Chiefs were selected from the main aircraft engineering ground trades and given additional training across a spectrum of trades to enable them to make all the common basic repairs. They were also issued with flying clothing and usually allocated to a particular aircraft.
Although there were only seats for 5 crew members, No 6 would perch on a shelf to one side of the front entrance door, using his parachute as a seat, or back rest.
It was common practice also for a 7th crew member to be selected to go on overseas flights as a special perk, or thank you for good services to the squadron. As the squadron engineering clerk, i had managed to achieve enough smarty points during my 3 years with 35 Squadron to be in the running for such a reward.
Before any flight in the Vulcan, the “fortunate” one had to undergo emergency evacuation training in the special facility available. This was basically a Vulcan crew compartment suspended at an appropriate height in a building. Two methods of escape were practiced along with the whole crew. This meant escaping through the doorway, and escaping through the ejected roof space. The whole crew had to escape within a defined period to pass the test. It was also necessary to be “hung” to ensure that the parachute harness would not have harmful side effects if used.
Foxtrot Dispersal at Scampton [Courtesy of Gerry Frew]
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Engineering Trades
Maintenance and Servicing of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work
Work was undertaken by personnel (a) on strength of the squadron and (b) on strength of the station.
Engineering Personnel on strength of the squadron were responsible for daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations (*) . Work, which was carried out on the dispersals, was only on aircraft and equipment that were on charge of the squadron.
(*) The role included: 1. Routine checks and servicing before and after flight (including 1st line rectification of faults) 2. Replenishment of aircraft fuel tanks, engine oil reservoirs and weapon loading 3. Aircraft marshalling and towing
Engineering Personnel on strength of the station were responsible for ongoing maintenance work (incl. rectification of more complex faults) and scheduled maintenance. Work, which was carried out in the airfield hangars, was on all aircraft and equipment that were on charge of all the squadrons based at the station. Major scheduled maintenance were carried out by personnel from a Maintenance Unit.
Note: Crew Chiefs (Chief Technicians) were responsible for the technical administration and co-ordination of the maintenance of specific aircraft. This involved liaising with the aircrew and the various trades regarding work that needed to be carried out on the aircraft and flying overseas (eg on Rangers) where they would co-ordinate personnel based at the “destination” airfield
Other Ground Trades
Other personnel carried out a range of technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
Whilst personnel in these trades were primarily on strength of the station (providing services to all the squadrons that were based there), a small proportion were on strength of the squadron, undertaking squadron specific duties
Personnel on strength of No 35 Squadron
Thanks to the following for getting in touch and providing a summary of their service with the squadron:
Les Ainsley
I served on the Squadron from 1979 until we disbanded and took part in the disbandment parade. I was an airframes Fitter/Techie and was on B shift.
Mike Gott
I was an engine fitter, detached to 35 on F dispersal when it returned from Cyprus
Ian Hopgood
I was a FLM on 35 from their return to Scampton in ’75 till I left in ’77.
Ian Nelson
I was a Vulcan Propulsion Technician from 1975 to 1980 on 35 Sqn at RAF Scampton
Mike O’Gorman
I served on 35 squadron from 1979 to 1981. Excellent times
Paul Blackley
I was a crew chief on 35 Sqn. (1975 to 1981). I had “MY” aircraft for which I held the inventory, it was XL443. If it was due to fly, or had maintenance in progress, I would take care of it, but we would look after whatever aircraft we were needed for. We flew away on rangers on a rota basis with various crews and using whatever aircraft had been allocated for the trip. Once our primary aircraft was airborne, we would look after another aircraft as required. Our principal job was to look after the technical administration and co-ordinate the maintenance required liaising with the various trades. We of course did the external “crew in” checks, see in checks and supervised the aircrew technical debrief on aircraft return.
Thomas Dignum
I was an air radar tech from 1975 to 80, mainly servicing the NBS systems; did a trip to Goose bay in the jump seat and did terrain following radar support for aircrew training. Detachment to Malta.
Mick Smith
I was a FLM on 35 Sqn on its return from Cyprus to Scampton until 1977. I remember going on a detachment to Shiraz in Iran. Very interesting place.
Trevor Sackett
I served as squadron supplier at RAF Scampton up to disbandment in 1982
Ron Gilchrist
I served on the Squadron from 1978 to 1980. I was the Sgt Pers Admin working alongside the late Wing Commander Roger Sweatman, and then the late Wing Commander Ian Junor. The Adjutant in that time was Flt Lt Geoff Lidbetter. On my posting to Pitreavie Castle to become PA to Air Vice Marshal Bairsto, Wg Cdr Junor honoured me with a 7th seat trip on a Lone Ranger to Goose and Offutt (8th to 21st February 1980). A trip of dreams. The crew, who were superb to me were, Scott-Skinner, Pat Chapman, Geoff Lidbetter and Al Collins. (Al Copplestone was Crew Chief)
Photo Gallery
1975
July 1975 MacGillivray Crew’s last flight with the squadron, celebrating with “on shift” Ground Crew [Courtesy of Derek Parks]
Chief Technicians Oliver, Hibbens and Lomas, with Wing Commander Atkinson (left) and senior Engineering Officer Richardson (right)
1978 / 1979
B Shift 1978-1979 [Courtesy of Ian Nelson]
1981
Ground Crew 1981 [Courtesy of Gerry Frew] Top Row, Storeman, Hardcastle, Goodchild, Burke, NK, NK ,NK, Scrivener, NK. NK, Broughton, Neville, NK, Morgan Bottom Row. Carter, Ross, NK, NK, Lear, Silverthorne, O’Gorman, Davies, NK, Pidduck, Frew, Uzzel, NK.
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Engineering Trades
Maintenance and Servicing of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work
Work was undertaken by personnel (a) on strength of the squadron and (b) on strength of the station.
Engineering Personnel on strength of the squadron were responsible for daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations (*) . Work, which was carried out on the dispersals, was only on aircraft and equipment that were on charge of the squadron.
(*) The role included: 1. Routine checks and servicing before and after flight (including 1st line rectification of faults) 2. Replenishment of aircraft fuel tanks, engine oil reservoirs and weapon loading 3. Aircraft marshalling and towing
Engineering Personnel on strength of the station were responsible for ongoing maintenance work (incl. rectification of more complex faults) and scheduled maintenance. Work, which was carried out in the airfield hangars, was on all aircraft and equipment that were on charge of all the squadrons based at the station. Major scheduled maintenance was carried out by personnel from a Maintenance Unit.
Note: Crew Chiefs (Chief Technicians) were responsible for the technical administration and co-ordination of the maintenance of specific aircraft. This involved liaising with the aircrew and the various trades regarding work that needed to be carried out on the aircraft and flying overseas (eg on Rangers) where they would co-ordinate personnel based at the “destination” airfield
Whilst No 35 Squadron was stationed at Akrotiri (1969 – 1974), all technical and engineering work (including daily inspection, servicing and preparation of squadron aircraft) was carried out by personnel on strength of the station Technical Wing (Centralised Servicing)
Other Ground Trades
Other personnel carried out a range of technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
Whilst personnel in these trades were primarily on strength of the station (providing services to all the squadrons that were based there), a small proportion were on strength of the squadron, undertaking squadron specific duties
Drawing is taken from an article published in Flying Review in 1962 about the ditching of the aircraft
The following is a transcription of a handwritten account by my grandfather Flt/Lt John Wright (Jack) Armitage, about the ditching of Halifax HR929 and the eventful return of the crew to the UK Transcribed by: Nick Place 8th January 2021
This is a true story about the experiences of a Pathfinder crew of No. 35 Squadron (No. 8 Group Pathfinder Force Bomber Command)
The ditching of Halifax HR929 (11/11/1943) took place on the 11th day of November at 23.00 hrs in 1943.
This story is told by myself, the Navigator, Flt/Lt Jack Armitage, after much persuasion by “Joe” Petrie Andrews our pilot and my very good friend for some 50 years.
The other five members of the crew starting from the nose of the aircraft were Air Bomber, Horatio Backhouse, a relief WOP/AG Henry Stroud (as Jock Berwick our regular WOP was sick), Flight Engineer, Taffy Morgan, Mid Upper Gunner, George Dale and Tail End Charlie Norman Barnett.
At briefing that night, we were informed the target was to be at La Bocca, large railway marshalling yards via Cannes in the south of France. The yards were supplying the transport for German Middle Eastern troops.
At this time, we had been operating as a primary blind and visual marker for some 10 months and had completed 37 ops including all the ops in the battle of Hamburg and several Berlin trips. The operation promised to be a ‘piece of cake’ after our trips to the rest of Europe.
Having crossed the Alps we reduced our height to 7,000 feet in order to drop our red primary markers. On our approach we lost an engine and judging by the sounds, suffered other damage to the aircraft.
After releasing out target indicators we had no chance of gaining sufficient height to climb over the Alps. We decided to fly to Sardinia. I gave course of some 180º to fly due south, when on E.T.A Sardinia latitude we turned 90 degrees to port. Here we lost another engine and shortly thereafter yet another engine. We then took up ditching stations.
As the aircraft hit the water at some 110 knots the perspex nose collapsed, the sea rushed down the fuselage and then out again taking with it all loose items including my leather Irvin flying jacket.
Our engineer, Taffy, pressed the automatic dinghy release button – nothing happened. He then pulled the release handle with a negative result. He then went through the escape hatch and hacked at the dinghy housing in the port wing root.
Whilst this was happening, Backy had returned to the fuselage to collect individual dinghies. A few seconds later he was found floating in the fuselage having been overcome by 100 octane fumes. Joe & George fished him out and at that moment the self-inflating M type dinghy self inflated (I should have been annoyed if it hadn’t). We all piled in and Taffy cut the mooring cord – seconds later the port wing rose high in the air and the aircraft disappeared rapidly.
Backy informed us later that his sister was in charge of the Dunlop dinghy section in Liverpool.
So, there were seven bods looking at each other in the circular dinghy, the water temperature was ideal for swimming.
We took stock of our possession, 7 tins of water, one verey pistol with cartridges, one chute, two canvas paddles a radio transmitter, an apple and a pocket knife.
Most of us were sick at this point through swallowing 100 octane fuel, we tried sending S.O.S signals but the set proved to be unserviceable.
We fixed up the chute to the dinghy radio poles and two of the crew took it in turn supporting the poles. I reckoned we made about 3 knots. The first night in the dinghy passed uneventfully and the 12th of November was ideal until 15.00hrs when a weather front became visible right across the horizon in the West.
The weather gradually deteriorated and by 18.00hrs the seas were mountainous. One moment we were monarchs of all we surveyed sitting on top of huge waves, the next we were surrounded by a wall of water. We took it in turn bailing out the water from the dinghy and when the light failed, we covered ourselves with the dinghy canopy and continued bailing.
In the early hours of the 13th we found ourselves in the water clutching the rope fastened to the dinghy base. Joe and Taffy threw themselves across the base thus righting the dinghy and we all climbed in.
Sometime later we were just North of Asinara Isle, about a mile I should say, when we had a devil of a job to dissuade Joe from trying to swim to the lighthouse. The chances were that this was unoccupied as it belonged to the Italians.
Around lunchtime we saw a cruiser in rather bad visibility heading due West. We fired several verey cartridges to no effect.
Darkness fell about 17.00hrs and we continued bailing out. About 21.00hrs we thought we could see land to the East. The following morning the land proved to be Sardinia and we could see Capo Testa which had a lighthouse and other buildings. Benito Mussolini had escaped from Maddalena the capital some 14 days previously. The Royal Navy were ensconced in their HQ in Maddalena.
Just before 23.00hrs progress was most difficult. The current was doing its best to take us North West to the Straits of Bonifacio. Had this happened we should have been on our way to the Italian coast.
Just before 23.00hrs we were only some 30 metres from the rocks which were at the foot of a cliff. It seemed ages before we finally made headway and climbed onto a large flat rock. Shouts from the cliff top assured us that help was coming and staff from the lighthouse using ropes helped us all to the top of the cliff.
We were greeted at the lighthouse by Commander Conté who previously had been a merchantman Captain. He spoke reasonable English and was most friendly.
We were offered ersatz coffee made with acorns which we all found unpalatable. Instead, we drank the remainder of our water!
We were informed that when the Italians saw our verey cartridges they reported to the Royal Navy that a German E-boat was in the vicinity.
After a good nights´ rest, the Commander cooked an omelette with 5 eggs which we all enjoyed very much,
Our arrival was reported to Royal Naval H.Q. Maddelena and two taxis were despatched to pick us up. After walking about a mile on rocks the taxis were waiting on what passed for a road.
The taxis took us to a ferry which we boarded for Maddelena. On arrival VAT 69 became the order of the day and a fine dinner in late evening.
Arrangements were made for a Royal Naval minesweeper to take us to Ajaccio Corsica the following morning from where we would be able to fly to Algiers in North Africa.
At 7.00hrs the following day we boarded a minesweeper with a crew of 2 officers and 120 men and proceeded to Ajaccio Corsica where we were greeted on arrival by the RAF rescue service who were very disappointed not to have rescued our crew as they had a record of 99 lives saved to-date.
The RAF replaced our uniforms with civilian clothes all labelled for discharged “sailors, soldier & airmen 1918”.
The following morning, we were taken to Ajaccio airport and boarded an Amercian DC3 bound for Maison Blanche Aerodrome, Algiers N. Africa.
Just before take-off, an aircraft flew low over the ‘drome and our DC pilot confirmed that it was a German ME 109. He informed us that German intruders were regular visitors.
We landed in Algiers with no further incident and reported to the FAR transit camp C/O, a young Flying Officer. We found the accommodation very much below standard and we left the camp.
We decided to contact North African Command HQ and a benevolent Group Captain fixed us up with a palatial room in the Albert Hotel. We managed to book another room at the Radio Hotel and shared the cost of this. We had our escape cash in francs and marks.
We received wonderful hospitality in the H.Q. mess. The Middle East types had not met a PFF crew before and were most interested in hearing about the air war in Germany.
We next contacted the engineering officer at Blida airfield and requested help in returning to UK.
He informed us that a glider towing Squadron had abandoned a Halifax Mark 1 Series 1A and that a ground crew had been left with the aircraft and had fitted a replacement for one of the engines. We later found out that the aircraft had been parked on a dirt strip for 6 months.
In the mess during our waiting period we had been looked after by Leo an American barman from the Bronx. He had volunteered to fly as a gunner; however, he was such a good barman I’m sure someone sat on his application.
He lived in a palatial apartment one floor below the US general in charge of Middle East operations, General Doolittle no less.
The answer to the mystery as to how he could afford such luxury came to light one day. Leo had been given permission to collect eggs from the farmers. He took a Gendarme in a jeep and commandeered hundreds of eggs which he then was able to sell on the black market. Leo used to send many dollars home and never drew his pay.
Leo really looked after our needs in the mess and when we told him that we intended collecting a Halifax from Mascara in the desert and that a Wellington would be taking us, he expressed his keenness to come along.
We four commissioned types decided to collect the aircraft and take Leo. We ‘promoted’ him to Captain, he provided the silver bars and we all boarded the Wellington at Blida.
The duties of the Wellington crew since arriving in the Middle East had consisted of coastal operations and they had no experience of interior flying. Eventually their navigator gave up the search. Backhouse started map reading and eventually we saw our quarry in a large field near Mascara.
The light was fading when Joe & Taffy found out that only three engines would start. A little later the Wellington returned to base and an American Lieutenant arrived. The Lieutenant was i/c food supplies to the town of Mascara. We introduced our ‘Captain Leo’ with some tongue in cheek – however everything passed off satisfactorily.
We asked our new friend the Lieutenant to find us accommodation as take off was impossible due to the state of the aircraft. He said that our ‘Captain’ could have his bed and that he would introduce us to the Gendarme who would help.
The Gendarme eventually came up with a flea ridden hotel for Backy & self – a large feather bed which was very depressed in its centre and a poor nights sleep.
The Gendarme then escorted Joe & Taffy to a French Foreign Legion barracks and accommodation was arranged in a 3 bed officers’ quarters. A little after settling down a Foreign Legion officer kicked off his boots and laid on the spare bed. He also put a newspaper parcel under his pillow – unwrapped same and produced a large fish. He then struck a match to ignite the newspaper over which he held the fish!! He turned to our intrepid aviators and said Mange? What a start to the day.
Our U.S Lieutenant collected everyone and we proceeded to the airstrip. On arrival we found the ground crew had lit a fire under the port wing and were in the process of cooking the plugs from the port outer engine. Joe kicked out the fire and told them to go some 50 yards away to sort the plugs out.
We noticed at this time an Arab with a camel and a donkey pulling a wooden plough at the far end of the so called runway. He had ploughed some 80 yards before being chased away.
On inspection the aircraft fuselage was found to have a spare tail wheel which we moved into the centre of the aircraft – also all walking areas were covered in mud.
Our Yankee Lieutenant informed us that the ground crew spent Fridays (their holy day) showing the local populace around the operational aircraft!
One of the snags with the aircraft was that the tanks had been filled by the French with 80 octane fuel instead of 100 octane – this causes a large drop in power. The intention had been to fly back to Blida over the mountains, however on take off we just cleared a 4 foot hedge and the undercarriage would not retract. Maximum altitude proved to be 1200 feet! We then had to fly over a winding river to the coast.
On landing the Chief Engineering officer inspected the aircraft and almost had a fit. He declared the aircraft unfit for further service and promised that we should be provided with a Lancaster P.F.F. aircraft that had been left at Blida after a shuttle raid on an Italian target. The aircraft was now 100% except for the radar equipment.
Joe had never flown a Lancaster- in the event he found no difficulty.
By this time, we had spent over three weeks in the Middle East and had purchased all sorts of goods to take to the UK for Christmas.
Middle East personnel had been invited to write home and send parcels so that by the time we were ready for take off the bomb bay and the fuselage had been filled. We also carried three passengers; a Lt/Col C/O of the 12th Lancers who had been in the middle east since 1940, a radar S/Ldr and a Fleet Air Arm pilot returning to UK for a Court Martial.
During our stay in Algiers we had spent all our escape cash plus a goodly sum received for our civilian suits and overcoats.
These we sold in the casbah which was out of bounds to the military. The French did not allow the Arabs clothing coupons consequently the black-market prices were astronomic.
Also to our advantage No. 36 Squadron were operating in the area and had been using the officers shop in Algiers -when we stated our requirements and our Squadron number no questions were asked. All our purchases were debited eventually to our service accounts in the UK.
When it was take off time (we had been routed to UK via Rabat Salle in French Morocco) we flew at about a thousand feet along the North African coast. We circled Gibraltar twice – none of the crew had seen it before. We then turned south to Rabat.
On arrival we reported to the G/Captain C/O. He was most friendly had never seen a Lancaster having dealt only with transport aircraft.
The aircraft was refuelled and we were informed that there was severe icing up to 25,000´; all transport aircraft had been grounded. Our G/Capt informed us that if we wished we could try to get above the weather. We reached some 24,000’ experiencing severe icing and returned to Rabat.
Arrangements were made for all of us to stay at a Moroccan Hotel, all the rooms were sited on the first floor round a large open courtyard.
We retired at 1 am and at 2 am I was awakened by a large negress – some 18 stones I should say, sitting on my bed who held out a match to me and said ‘fume’! I told her to vamoose and went back to sleep. At breakfast the next morning it transpires that she had been to all the bedrooms.
The bad weather continuing we decided to go to a local cinema after shopping in the afternoon. Halfway through the main film the lights went on and a loudspeaker announcement recalled the Lancaster crew to the RAF station.
We were informed that it was possible to fly at 500’ to be below the cloud base. We decided to take off at 24.00hrs. The only serviceable aerodrome in the UK was St. Mawgan in the SW. All other stations were fog bound.
By taking bearings from occults on the Portuguese & Spanish West coasts I was certain of our position at all times.
I requested a D/F that is a position from our stand-in Wireless Operator. The result put us in the Atlantic! He said however it was a third-class fix – I ignored this and not long afterwards we landed at St Mawgan.
On landing a customs officer approached and requested permission to search the aircraft for goods on which duty would have to be charged. We informed him the aircraft had secret equipment on board and no civilian could enter. Joe then sent for a RAF Regiment guard to look after all the presents.
We retired to a local Hotel and after having showers and breakfast returned to the aircraft. By lunchtime we were aboard to take off for base. We literally hedge hopped all the way because of bad visibility.
We had been away from our squadron for one month – at this time we were senior crew having survived one more ‘op’ than another ‘A’ flight crew. Joe decided to let the boys know that we had returned and before landing decided to ‘shoot up’ the briefing room. He flew just above the building just as a visiting Air Marshal from Air Ministry was expounding on the dangers of low flying!
On landing Joe was put under open arrest and charged with ‘low flying’. The next day he was on the mat at H.Q. Huntingdon where A/V/M Bennett greeted him with the words “glad to see you’re back Petrie Andrews – the charge will be changed to ‘careless flying’ and your seniority will be backdated 6 months“.
We arranged for our station post office to send a 30 cwt van which the post office filled three time. The parcels were despatched in small quantities to avoid any questions. I filled my Riley saloon with an Arabic carpet, pouffe, oranges & dates etc etc…
We arrived at our homes in time for Christmas. Before leaving the Squadron, I put up a black with our new C.O whom I had never met previously.
I requested that our crew be given 3 weeks leave- one week for every 24 hours in the dinghy. He tried to get away with an offer of one week – we had information about our entitlement and he gave in eventually. He had his revenge when we re-joined the Squadron after leave, we were only detailed to fly to major German cities and missed out on the channel port raids.
During the month of January, all Dodge trips were cancelled until 1st April 1946, and Graveley’s flying programme was interrupted due to repairs on on all three runways.
With most of its personnel on embarkation leave in readiness for the anticipated overseas posting to Egypt in February, flying hours were limited
Flying Training included: Bullseye and Cross Country Exercises
Operational Exercises and Duties included: None Undertaken
February saw the introduction of two new exercises, namely. “JINK” and “SINCUM”. The squadron’s posting to Egypt was cancelled for political reasons
Flying Training included: Formation Flying, Practice Bombing, Fighter Affiliation, Air to Sea Firing, H2S and Cross Country Exercises
Operational Exercises and Duties included:
19/02/1946 Operation Jink
27/02/1946 Operation Sincum
28/02/1946 Operation Sincum
Aircraft losses and incidents were as follows:
March 1946
Flying Training included: Familiarisation, Formation Flying, Practice Bombing, Air to Sea Firing, 3 Engine Flying, BABS and Cross Country Exercises
Operational Exercises and Duties included:
02/03/1946 Operation Jink
06/03/1946 Operation Sincum
07/03/1946 Operation Sincum and Operation Jink
08/03/1946 Operation Sincum
09/03/1946 Operation Sincum
11/03/1946 Operation Sincum
13/03/1946 Operation Sincum
16/03/1946 Operation Jink
23/03/1946 Operation Sincum
25/03/1946 Operation Sincum
28/03/1946 Operation Jink
30/03/1946 Operation Jink
All aircraft were grounded for 48 hours (19/03/1946 and 20/03/1946) due to unserviceable cowling brackets
Aircraft losses and incidents were as follows:
April 1946
The squadron started an intensive formation flying programme on 8th April, in preparation for Operation Flower Drop and the London Victory Day Parade Flypast
Flying Training included: Cross Country, Local Flying, Fighter Affiliation, Formation Flying, Bombing Practice and Bullseye Exercises
Flying Training included: Fighter Affiliation, Formation Flying, Cross Country, Bombing Practice, 3-Engine Flying and Air to Sea Firing
Operational Exercises and Duties included:
04/05/1946 Dutch Tour
28/05/1946 Practice London Flypast
Aircraft losses and incidents were as follows:
Extract from JO Pennington’s Flying Log Book [Courtesy of Paul Thompson]
June 1946
Considerable effort was expended on completing the kitting out of the ground and flying personnel on Operation Lancaster (Goodwill Tour of the USA) and the servicing of the aircraft involved. The special leave given to 35 Squadron personnel that were on the tour meant limited flying hours for the month of June.
Flying Training included: Astro Cross Country, High Level Bombing Practice, Loop Homing and Formation Flying
Operational Exercises and Duties included:
06/06/1946 Full scale rehearsal for London Flypast
08/061946 London Victory Day Flypast
15/06/1946 Operation Wastage (unserviceable TI’s dropped in Cardigan Bay)
Squadron personnel returned from leave on 6th September 1946 and on 10th September it started its move to RAF Stradishall.
Flying Training included: Formation Flying, Cross Country, BABS, Practice Bombing, Eureka, VHF Homing, 2 and 3 engine flying, Air to Sea Firing and H2S Exercises
Operational Exercises and Duties included:
13/09/1946 Leaflet Drop over Gloucester advertising RAF Exhibition (7 Maintenance Unit)
14/09/1946 London Battle of Britain Flypast
15/09/1946 Battle of Britain Commemoration Service (Ely Cathedral)
22/09/1946 H2S Demonstration
Aircraft losses and incidents were as follows:
October 1946
Flying Training included: Local Flying, H2S, BABS, Air Sea Rescue, Cross Country, 2 / 3 Engine Flying, Practice Bombing, Night Fighter Affiliation, and Air to Sea Firing Exercises
Operational Exercises and Duties included:
01/10/1946 H2S Demonstration
25/10/1946 Operation Wastage
Aircraft losses and incidents were as follows:
November 1946
Flying Training included: Local Flying, Cross Country, Air to Sea Firing, Instrument Flying, BABS, Practice Bombing and 2/3 Engine Flying Exercises
Operational Exercises and Duties included:
05/11/1946 Operation Frontline
Aircraft losses and incidents were as follows:
December 1946
Flying Training included: Cross Country, H2S, Practice Bombing, VHF Homing, 2/3 Engine Flying, Circuits and Landings, Air to Sea Firing and Night Fighter Affiliation Exercises
The role of the Royal Air Force (RAF), its structure and its composition changed significantly over the years.
The following summarises the various roles that were undertaken in particular time periods when 35 Squadron were operational:
1916 – 1919
providing air power (support of ground operations, tactical support and air transport) during WWI
post war monitoring and policing
evaluating and introducing new aircraft
1929 to 1939
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain law and order in overseas territories
surveying and opening up air communications to Commonwealth Countries
demonstrating the ongoing need for a high quality, efficient air force (Empire Air Days, displays, long distance flights, Schneider Trophy etc) [at a time when the government wanted to reduce its strength]
evaluating and introducing new aircraft
preparing for possible outbreak of war
(Manpower: Expansion Schemes 1934 onwards)
1939 to 1945
providing air power (support of ground operations, tactical support and air transport) during WWII
evaluating and introducing new aircraft
(Manpower: Included National Service personnel)
1945 to 1950
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain worldwide law and order, from bases in UK, Europe, Middle East and Far East
assisting with the post war clean up in Europe, Middle East and Far East
commitment to NATO (from 1949)
search and rescue
evaluating and introducing new aircraft
(Manpower: Demobilisation and return to peacetime establishment / included National Service personnel)
1950s
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain worldwide law and order, from bases in UK, Europe, Middle East and Far East
providing, quick reaction alert and nuclear capability
commitment to NATO, SEATO (1954 to 1977) and CENTO (1955 to 1979)
search and rescue
evaluating and introducing new aircraft
(Manpower: Included National Service personnel)
1960s
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain worldwide law and order, from bases in UK, Europe, Middle East and Far East
providing, quick reaction alert and nuclear capability
start of withdrawal from Middle East and Far East (Aden) to focus resources on the defence of Western Europe and the North Atlantic
undertaking “Rangers” to ensure familiarity with the various theatres of war
commitment to NATO, SEATO and CENTO
search and rescue
evaluating and introducing new aircraft
(Manpower: Included National Service personnel [up to 1963])
1970s
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain worldwide law and order, from bases in UK, Europe, Middle East and Far East
providing, quick reaction alert and nuclear capability
ongoing withdrawal from Middle East and Far East (Malaysia, Singapore, Persian Gulf, Cyprus and Malta)
undertaking “Rangers” to ensure familiarity with the various theatres of war
commitment to NATO, SEATO (to 1977) and CENTO (to 1979)
search and rescue
evaluating and introducing new aircraft
1980s
providing air power (support of ground operations, tactical support and air transport) to protect the UK and to help maintain worldwide law and order, from bases in UK and Europe
providing, quick reaction alert and nuclear capability
undertaking “Rangers” to ensure familiarity with the various theatres of war
Scramble 4-ship Finningley 1981 [Source: Fred Martin (Vulcantothesky)]
Bomber Command Main Airfields / Dispersal Airfields
The Main Bomber Force operated out of ten main airfields: Coningsby, Cottesmore, Finningley, Gaydon, Honington, Marham, Scampton, Waddington, Wittering and Wyton
In addition, it had 28 dispersal airfields: Ballykelly, Bedford, Boscombe Down, Brawdy, Bruntingthorpe, Burtonwood, Coltishall, Cranwell, Elvington, Filton, Kinloss, Leconfield, Leeming, Leuchars, Llanbedr, Lossiemouth, Machrihanish, Manston, Middleton-St-George, Pershore, Prestwick, St Mawgan, Stansted, Tarrant Rushton, Valley, Wattisham and Yeovilton
Alert and Readiness Procedures
The Bomber Command Alert and Readiness Procedures (1st August 1962) set out the Alert and Readiness procedures for the V Force aircraft and crews.
Alert Condition 4 was the the normal state of alert in peacetime
Alert Condition 3 (Precautionary Alert) could be issued (along with the action to be taken) to some or all squadrons in periods of political tension
Alert Condition 2 (Generate Aircraft) required the squadron “to recall all available personnel and to prepare the maximum number of aircraft to combat serviceability. Aircraft planned to operate from the main bases are to be prepared for operational take off and crews are to standby at 15 minute readiness. All other aircraft are to be armed and prepared for take-off to their dispersal airfields”.
Alert Condition 1 (Disperse Aircraft) required the squadron “to disperse its aircraft to their dispersal airfields and on arrival to be prepared for operational take-off; crews will then be at 15 minutes readiness as would the aircraft and crews at the main bases”.
The Alert Conditions were utilised in conjunction with Readiness States which were as follows:
“One Five” required all combat ready aircraft to be prepared to take off within 15 minutes
“Zero Five” required all combat ready aircraft to be capable of being airborne within 5 minutes
“Zero Two” required all combat ready aircraft to start engines and taxi to the take-off position and to await further instruction
“Scramble” required all combat ready aircraft to take off on their operational mission
Dispersal Exercises
The following exercises were utilised to test these procedures:
Mick: To test Alert Condition 2, with aircraft loaded with training rounds of Yellow Sun 2 (later WE177)
Kinsman: To test dispersal airfield procedures, with aircraft either flying unarmed or loaded with a “shape” (inert bomb)
Mickey Finn: To test Alert Condition 1, with aircraft loaded with training rounds of Yellow Sun 2 (later WE177)
Quick Reaction Alert (1962 – 1968)
Whilst 35 Squadron was based at Coningsby and Cottesmore (1962 to 1968), three QRA aircraft, along with one crew from No. 9, No. 12 and No. 35 Squadron, were on “One Five” readiness at all times.
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Engineering Trades
Maintenance and Servicing of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work
Maintenance, Servicing and Repair of Aircraft and Equipment was undertaken by personnel (a) on strength of the squadron and (b) on strength of the station.
Personnel on strength of the squadron were responsible for daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations (*). Work, which was carried out on the dispersals, was only on aircraft and equipment that were on charge of the squadron.
(*) The role included: 1. Routine checks and servicing before and after flight (including 1st line rectification of faults) 2. Replenishment of aircraft fuel tanks, engine oil reservoirs and weapon loading 3. Aircraft marshalling and towing
Personnel on strength of the station were responsible for ongoing maintenance work (incl. rectification of more complex faults) and scheduled maintenance. Work, which was carried out in the airfield hangars, was on all aircraft and equipment that were on charge of all the squadrons based at the station. Major scheduled maintenance was carried out by personnel from a Maintenance Unit.
When “Central Servicing” was in place (October 1956 to 1958?), all technical and engineering work (including daily inspection, servicing and preparation of squadron aircraft) was carried out by personnel on strength of the station Technical Wing
Other Ground Trades
Other ground personnel carried out technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
Whilst personnel in these trades were primarily on strength of the station (providing services to all the squadrons that were based there), a small proportion were on strength of the squadron, undertaking squadron specific duties
I served at RAF Upwood from April 1957 to December 1958.
I was posted to No. 35 Squadron equipped with Canberra B2 aircraft operating in the high level light bomber role as part of Bomber Command.
The Canberrra had entered RAF service in 1951 and when the build up was completed there were 28 squadrons in the Command. The unit was an enlarged squadron formed from the amalgamation of No. 18 and No. 35 Squadons. Other units operating at Upwood at the time were No. 50 and No. 61 Squadrons. Each squadron was commanded by a Wing Commander and divided into 2 flights, commanded by a Squadron Leader.
A Canberra B2 carried a crew of 3; pilot, navigator/plotter and navigator/radar (observer). Apart from the 3 senior officers, crews were made up of junior officers. By this stage there were very few SNCO aircrew in the Canberra force.
The life of a squadron Canberra crew was governed by two regimes: basic training requirements and the Bomber Command Aircrew Classification scheme. The former was designed to ensure that each crew member completed the minimum requirements needed to maintain the necessary level of competence during a given period. With regard to the latter, a new crew was initially categorised Unclassified, which meant that they were unqualified to fly on operations. Flying hours were therefore allocated to a crew to achieve Combat status as quickly as possible, which meant meeting minimum competence in the role i.e. achieving the necessary standards as a crew in navigation and bombing. As a crew became more experienced it progressed through the classification system to Select status.
A crew would fly approx. 300 hours a year. A sortie lasted about 2hrs 50 mins and was largely carried out at heights between 35000 – 45000 feet while cruising at about 460mph. On a typical training flight the aircraft would be loaded with up to 8 x 25lb practice bombs which would be released at one of several bombing ranges around the UK, mainly in the Wash area. Bombing was carried out using a radar system called GH or visually using the Mk XIV bombsight. There were also regular Station or Command exercises, involving all the squadrons, that were used to test fighter and ground radar defences as well as crews’ individual navigation and bombing skills.
High level visual bombing practice up to 45000ft was carried out abroad. A squadron would fly off on detachment to Malta and conduct bombing exercises against a sea target at Filfla off Malta or practice ranges in Libya.
A crew could also be detailed to fly abroad on a Lone Ranger exercise to an RAF station in the Mediterranean or Middle East. This exercise tested a crew’s ability to operate away from base; crew members carried out their own basic servicing for which they had to pass a Bomber Command Basic Efficiency Examination. A crew would be allocated a Lone Ranger about once a year and was a very popular break from the normal routine.
When not flying, crews had to complete a programme of ground training. Requirements varied widely and included: dinghy and parachute drills; aircraft recognition; survival lectures; regular 12-mile walks to build up stamina; and escape and evasion exercises. Aircrews were also encouraged to participate in sport to maintain fitness.
I left Upwood on posting to RAF Shawbury but the Canberra squadron operated there for some time afterwards.
Both 35 and 50 Squadron were eventually re-equipped with the Vulcan.
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Personnel on strength of the squadron included:
Engineering Personnel (Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (Technical and administrative duties, such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support).
Trades that were on strength of each squadron (including air crew trades) are listed in the Mobilisation Table as follows:
Note: Maintenance, Servicing and Repair of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations, which was carried out at the airfield by personnel who were on strength of the squadron
Ongoing Maintenance (incl. rectification of more complex faults) and Scheduled Servicing work, which was carried out by personnel who were on strength of an off-site Aircraft Supply Depot / Aircraft Park
No 35 Squadron’s record book contains little or no information regarding Ground Personnel that were on strength of the squadron; however, postings / incidents etc are recorded in the squadron’s Routine Orders
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
It is understood that during the 1930’s, squadrons stationed at a particular airfield were largely autonomous and, as such, all Ground Personnel were primarily on strength of the squadron, rather than on strength of the station. This situation started to change when Station Headquarters were introduced in the late 30’s.
Technical / Engineering Trades
Maintenance and Servicing of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work (#)
(#) Major scheduled maintenance work may have been carried out by specialist Maintenance Units
Other Ground Trades
Other ground personnel carried out squadron related technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
No. 35 Squadron’s record book contains little or no information regarding Ground Personnel, but some listings can be found (eg on squadron movement orders)
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Engineering Trades
Maintenance and Servicing of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work
Work was undertaken by personnel (a) on strength of the squadron and (b) on strength of the station.
Personnel on strength of the squadron were responsible for daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations (*). Work, which was carried out on the dispersals, was only on aircraft and equipment that were on charge of the squadron.
(*) The role included: 1. Routine checks and servicing before and after flight (including 1st line rectification of faults) 2. Replenishment of aircraft fuel tanks, engine oil reservoirs and weapon loading 3. Aircraft marshalling and towing
Personnel on strength of the station were responsible for ongoing maintenance work (incl. rectification of more complex faults) and scheduled maintenance. Work, which was carried out in the airfield hangars, was on all aircraft and equipment that were on charge of all the squadrons based at the station. Major scheduled maintenance was carried out by personnel from a Maintenance Unit.
When “Central Servicing” was in place (May 1947 to December 1949?) all technical and engineering work (including daily inspection, servicing and preparation of squadron aircraft) was carried out by personnel on strength of the station Technical Wing
Other Ground Trades
Other ground personnel carried out technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
Whilst personnel in these trades were primarily on strength of the station (providing services to all the squadrons that were based there), a small proportion were on strength of the squadron, undertaking squadron specific duties
No. 35 Conversion Flight formed at Linton-On-Ouse in February 1942 to train crews to fly the Handley Page Halifax.
By July 1942, it had worked up to a strength of 3 Officers, 5 Airmen (aircrew trades) and 112 Airmen (Ground Trades). Four Halifax I were on charge of the squadron (L9571, L9575, L9606 and L9607) and three Halifax II (R9370, R9381 and W1006)
In August 1942, flying practice was transferred to RAF Eastmoor, due to construction work at Linton-On-Ouse. Halifax II (R9493) was taken on charge
In September 1942, the unit moved to Marston Moor and then to RAF Rufforth. Halifax W7806 was taken on charge
In October 1942, the unit moved back to Marston Moor and it was disbanded (becoming part of No. 1652 Heavy Conversion Unit) .Halifax W1234 was taken on charge.
The record books show the following instructors were posted and pupils attached to the flight. It is worth noting that the pupils shown are the Captains of aircraft and that their crews were also attached at the same time
MacDonald / Reeve / Maple / Dobson / Woolven / Murray / John
July
Instructors
EG Franklin / AP Hollick / RT Langton (@)
Pupils
Murray / PH Smith / John / JW Smith / Caldwell / Saunders / Howe
August
Instructors
EG Franklin / RT Langton (@) / SD Jones / LDH Izzard (Signals) / JK Corke (Navigation) / W Walker (Gunnery) / FA Hough (Flight Engineer)
Pupils
Brown / Caldwell / Saunders / Owen / Webster / Kerry / Beveridge / Thomas / O’Neill / Wilkes
September
Instructors
EG Franklin (replaced by P Johnson) / RT Langton (replaced by WHN Balley) / SD Jones / LDH Izzard (replaced by A Linton) (Signals) / JK Corke (Navigation) / W Walker (Gunnery) / WGL Brown (Gunnery) / FA Hough (Flight Engineer)
Pupils
Webster / Thomas / Beveridge / Herbert / Peters / Sawatzky / O’Neill / Elliott (Refresher) / Rees / RHB Gamble / Wood / Allan / Bell / NS Black
October
Instructors
P Johnson) / WHN Balley / A Linton (Signals) / JK Corke (Navigation) / W Walker (Gunnery) / FA Hough (Flight Engineer)
Pupils
RHB Gamble / Wood / Allen / Bell / NS Black / Carver / Hatley / Fisher / Lea / Rank / Bertram / Hickson / Grubert /
The following provides information on the equipment used, or carried, by squadron aircraft during WWII. In some instances, the equipment continued to be used post war
Air Position Indicator
The Air Position Indicator was a device designed to maintain the continuous and automatic air plot of the aircraft. It indicated the air position of an aircraft, at any point during flight (latitude and longitude).
Boozer
Boozer was an onboard warning device. An aerial fitted to the tail provided a warning signal when the aircraft was being tracked by German airborne or ground radar [From 1943]
Carpet
Carpet was an airborne jamming device used to jam German Wurzburg ground radar
Fishpond
Introduced in October 1943 [in conjunction with H2S], “Fishpond” was a visual display which was installed to provide early warning of enemy fighters beneath the aircraft.
The transmitter/receiver TR3191 and the Indicator Unit 182A were situated in the Wireless Operator’s station.
Fishpond Indicator Unit in the Halifax [Source: Echoes of War]
Fishpond Unit fitted in the Lancaster
Gee
Introduced in 1942, Gee was a medium range radar navigation aid using ground transmitters (Gee Chains) and onboard cathode ray receiver.
The system, which had a range of up to 350 miles, measured the time delay between two radio signals sent from the Gee Chains to provide the navigator with a fix.
R1355 receiver and the Indicator Unit 62A (far left).
An example of a Gee Chart
Ground Position Indicator (GPI)
H2S
H2S was an airborne scanning radar and target location aid (also known as Nav. Aid Y) which provided a visual image of the target at night and through cloud cover. It was used for the first time by the squadron by six aircraft on an operation to Hamburg on 30th January 1943
Identification Friend or Foe (IFF)
Transmission of a blip to British Radar Stations to identify that the aircraft was friendly
Loran
Loran was a long range radar device, similar to Gee
Monica
Introduced in June 1943, “Monica” was a radar device which was fitted to the tail of the aircraft to provide an audible warning over the intercom when enemy fighters were in close proximity to the aircraft (Max Range: 4 miles).
The audible warning was subsequently replaced by a visual display [Visual Monica] situated in the Wireless Operator’s station.
It was withdrawn in June 1944 when it was established that German radar could pick up its signals.
Oboe
Oboe was a ground controlled radar blind bombing system, incorporating two ground stations to track aircraft and indicate the designated bomb release point
Wireless Telegraphy
The Wireless Operator’s station was equipped with a R1155 receiver which enabled him to listen to (and log) half hourly messages sent from Group headquarters which were transmitted in Morse code via MF [over UK] or HF [over Europe].
There was also a T1154 transmitter (with Morse key) to enable him to transmit messages. At the start of the war, this was used to transmit a message regarding aircraft status after the bombing run but this procedure was stopped and the transmitter was subsequently only utilised in an emergency.
Positioned in the Halifax (National Air Force Museum of Canada)
Positioned in the Lancaster [IWM_CH_8790]
It is worth noting that a transmitter / receiver was also positioned in the rear of the aircraft which enabled the pilot to communicate by voice with:
the airfield
other aircraft in the same group
other aircraft in the same command
“Darky” Emergency
Window
“Window” was bundles of aluminium foil designed to interfere with enemy radar systems. It was manually discharged through a chute in the floor of the aircraft
When an aircraft did not return from an operational sortie, the squadron would immediately inform Bomber Command, the Air Ministry and the RAF Records Office that the aircraft and crew were missing.
Examples of the messages sent (unrelated losses)
A telegram, along with a follow up letter from the Commanding Officer, was sent to the next of kin of each crew member, advising them that he was “missing as the result of air operations”.
The crew’s kit and personal belongings were removed from their lockers and catalogued; kit was returned to stores and personal belongings sent to the RAF Central Depository at RAF Colnbrook.
Subsequent Activity
The Air Ministry Casualty Branch [(P4 (Cas)] received documents, communiques etc from various sources which enabled it to carry out its role of investigating, monitoring and reporting on the status of missing airmen.
Sources included:
German propaganda broadcasts
German Totenliste
Other documents from German Authorities
International Red Cross listings
Example POW Listing
The Casualty Branch provided the next of kin with updated information as and when it became available
In addition, the Air Ministry issued regular listings showing the latest information regarding airmen, which were published in newspapers / magazines – more details –
Presumption of Death
If there was no information about an airmen after a period of time (usually six months after he was reported missing), the Air Ministry initiated the “presumption of death” process so that a death certificate could be issued; personal belongings could then be sent to next of kin, along with any monies due.
Post War Activity
After the war, the Casualty Branch continued to work with its Missing Research and Enquiry Service (MRES) teams to try to locate the remains of missing airmen so that they could be exhumed, identified and concentrated (reinterred) in a Commonwealth War Grave Cemetery in the country that they fell (which was Government policy at the time)
The following is an extract from the 35 Squadron aircraft “snag book” showing the damage to some of its aircraft after operations on 12th September 1944.
Courtesy of Sean Feast
September 1946
On 18th September 1946, the squadron (having returned from “Operation Lancaster” [Goodwill Tour of USA]) moved from RAF Graveley to RAF Stradishall
RAF Stradishall circa 1945 [Source: Google Earth]
September 1961
On 11th September 1961, the squadron, which had been operating as a light bomber squadron (equipped with the Canberra B.2), was disbanded.
Wing Commander H Neubroch (Officer Commanding, 35 Squadron) recorded the following “All tasks arising before disbandment – flying, administrative, ceremonial and social were completed in full. It merely remains for me to wish our successors on No. 35 Squadron, joy and success – may all their runs be straight and true”
September 1992
On 19th September 1992, a memorial was unveiled at Blesme, France to honour the crew of Halifax W7657 which had crashed in the village on 19th September 1942, with the loss of 3 lives, including JH Marks, the Officer Commanding 35 Squadron
On 12th September 2002, a dedication ceremony was held in the Royal Air Force Wing at the National Memorial Arboretum (Staffordshire), where two trees had been planted (one for 35 Squadron, the other for 635 Squadron) and commemorative plaques installed.
September 2018
On 29th September 2018, a memorial was unveiled in Vessem, Holland, to commemorate the loss of Lancaster ND762.
The memorial depicts the three airman that survived, along with the silhouettes of the five that lost their lives. The words “when the sun sets and darkness falls, I will remember” were recorded by Ernest Holmes’ (Shirl-E) in his POW diary, in memory of his crew
This month, I have been updating the website pages relating to the Armstrong Whitworth FK8, which the squadron utilised throughout WWI to carry out its role of “providing medium and short distance aerial reconnaissance for one of the British Army Corps Commands”
As part of the update, I gathered together some photographs of squadron aircraft, including some showing force landings
Scampton Commemorative Window Appeal
I have been sent the following update regarding the Scampton Commemorative Window Appeal
The order for the window has been placed with the designer (Claire Williamson), but with lock down affecting glass supplies, Claire decided to close the glass workshop for a while; however the good news is that the workshop is now open again and the full size template has been created.
The Queen’s crown has been replaced by the King’s crown on the ‘Per Ardua Ad Astra’ RAF crest, to reflect the crest used on the Commonwealth War Graves in the churchyard.
Responding to feedback from the Historic England stained glass window advisor, the font used for the words ‘Commemorating those who served at RAF Scampton” has been changed to that used on the updated RAF Logos.
The serial number on the Lancaster bomber has been removed so that it now represents all Lancasters that flew from RAF Scampton.
Sadly, with a new period of Covid restrictions recently imposed for the next 6 months, the window will not now be installed prior to Remembrance Day 2020 as originally planned, but will be installed as early in 2021 as restrictions allow. The window’s dedication ceremony will hopefully follow in the summer.
Fundraising is continuing and we are now 82% of the way towards our funding target.
Wing Commander (rtd) Bill Ramsey and Squadron Leader (rtd) Martin Withers DFC (who flew the last ever flight of the Avro Vulcan) have kindly signed photographs in aid of the RAF Scampton Commemorative Window Appeal.
Accompanying the signed photo is the story of that poignant final flight. The signed photo and text are perfect for creating a montage, should you wish to frame them. An example is shown below.
Scampton Church are offering both the photo and text for £25 including postage (frame not included). All proceeds go towards the RAF Scampton Commemorative Window Appeal.
We are grateful to both pilots, and Vulcan to the Sky Trust for supporting this unique historical offer.
This month, I have been contacted by the following:
Geraldine Wood: My dad, Richard Wood, piloted Vulcans on 35 Squadron
Ernie Todd: I was a Nav Plotter and was on 35 Sqn, from 64-68 and came across your site by chance. I must say, it is most impressive and must occupy so much of your time. It will take me ages to finish. Somewhere, I have photos from those far-off days, I just need to find them – still to be unpacked from a big move.
This month, I have carried out research on the following, all of whom served with the squadron:
RS Hogg (1943 [POW])
D Harris (1943 to 1944)
F Feakins (1944 [KIA])
TE Bellamy (1942 to 1945)
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
Linton-On-Ouse Memorial Room
Prompted by an enquiry regarding the status of the Memorial Room at Linton-On-Ouse, I got in touch with a number of my contacts to find out (a) whether it was open now that lock down restrictions had been eased and (b) whether a decision had been made about its future
My source at Linton advised that the Room is now permanently closed and the exhibits and artefacts are being boxed up in readiness for storage.
My source at Beningbrough Hall (which had a special connection with Linton during WWII), advised that discussions had taken place with the National Trust but no interest had been shown in taking on the collection despite pressure from local history groups. (My feeling is that the National Trust, faced with its current financial situation, would be even less likely to want to take on the collection if it was approached again now)
My source at the Historical Training Facility at Leeming advised that it had not been contacted to see if it would be interested in taking on the collection. However, with the limited space that it had available, it was unlikely that it would have been able to house the collection, although it would have been interested in artefacts etc which had links with both Linton and Leeming.
Rumours are that parts of the collection are being offered to various parties, and I am guessing that once it has been “cherry-picked”, the remainder will stay in storage boxes and will be lost in time.
I hope I am wrong, but sadly, I think that is the reality of the situation.
August “On This Day” Series
For information on personnel and aircraft losses relating to each day, please click on the following link
In August 1936, the squadron’s detachment to the Sudan (during the Abyssinian Crisis) came to an end and its aircraft were flown back to Port Sudan where they were dismantled and packaged in readiness for return to the UK.
Squadron personnel embarked the HMT Somersetshire which sailed to Southampton on 14th August 1936 [arriving 29th August].
HMT Somersetshire
The packaged aircraft were loaded onto SS Antilochus which sailed for Liverpool on 18th August 1936 [arriving 12th September]. They were placed in storage at RAF Sealand.
August 1939
On 26th August 1939, No. 35 Squadron moved from RAF Cottesmore to RAF Cranfield where it continued in its role as a non-mobilising training unit, tasked with training the output of the Flying Training Schools up to an operational standard. Aircraft utilised included the Fairey Battle and the Avro Anson
August1942
On 12th August 1942, an Advance Party proceeded by rail from RAF Linton-On-Ouse to RAF Graveley and the squadron was transferred from No. 4 Group, Bomber Command to the newly formed Pathfinder Force (No. 3 Group, Bomber Command) on that day.
On 14th August, a Road Party (with service vehicles) travelled to Graveley followed by the Main Party, which proceeded by rail and air on 15th August
The Rear Party, which had been left with two unserviceable aircraft at RAF Linton-on-Ouse, travelled by rail on 17th August, thereby completing the move to RAF Graveley.
RAF Graveley (Technical Area)
The squadron flew its first operational sortie as a Pathfinder squadron on the 18th August 1942
An extract from a 35 Squadron navigation report from the first PFF operation
August 1949
On 12th August 1949, the squadron started to re-equip with the Avro Lincoln, a four-engine heavy bomber which was designed (in accordance with Specification B.14/43) to replace the wartime four-engine bombers. It was used by the squadron for training and operational purposes until February 1950
On Sunday 14th August 1966, orders were received covering the withdrawal of the medium bombers to the United Kingdom. This followed the signing of the Bangkok Agreement by Malaysia and Indonesia, ending the confrontation between these two countries.
The aircraft returned from Darwin to Tengah on 17th.
Flt. Lt JM Morgan and crew and Flt. Lt B Dorrington and crew departed by Vulcan for Cottesmore on the 23rd. After take-off, they formed up with Flt. Lt PG Franklin and crew and did a flypast over Tengah for the benefit of the news cameramen covering the withdrawal.
Flt. Lt LDA Russell and crew left RAF Changi by Transport Command Britannia, along with half of the ground crew. Flt. Lt PG Franklin and Flt Lt AM Mitchell left by Vulcan for Cottesmore on the 27th. The remaining ground crew returned to Cottesmore on any available seats on Transport Command scheduled or chartered flights”
Canberra B.2 Model
Jon de Gray posted a photo of a model he had made of Canberra WJ642 (with No. 35 Squadron markings), which stood as gate guardian at RAF Upwood.
He added “I was at Upwood school from 1966- 1972 and a lot of my friends lived on the Camp so I would see the Canberra quite often. I’ve always been interested in aircraft and used to go to a lot of air displays with my Dad who was in the RAF during the war”.
(It is worth adding that the guard guardian was actually WH723, which was given the identity of WJ642)
No. 35 Squadron in Sudan
JWH Brown contacted me to say that his father served with No. 35 Squadron in the Sudan 1935/36 and had taken many photos in and around the camp.
I have started to add some of the photographs to the site as they provide an interesting insight into conditions etc at the time
Contact Us
This month, I was contacted by the following people:
Geraldine Wood: My dad Richard Wood piloted Vulcans on 35 Squadron
Please remember, the site can only be built with help from people like yourself who have an interest in the squadron
Commissioned Officers and Non Commissioned Other Ranks operated throughout the domestic, technical and airfield sites, providing essential ground services in support of air operations.
Technical / Engineering Trades
Maintenance, Servicing and Repair of aircraft and equipment was carried out by Technical / Engineering personnel, with work split between:
Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
Ongoing maintenance work (incl. rectification of more complex faults)
Scheduled maintenance work
Work was undertaken by personnel (a) on strength of the squadron and (b) on strength of the station.
Personnel on strength of the squadron were responsible for daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations . Work, which was carried out on the dispersals, was only on aircraft and equipment that were on charge of the squadron.
Personnel on strength of the station were responsible for ongoing maintenance work (incl. rectification of more complex faults) and scheduled maintenance. Work, which was carried out in the airfield hangars, was on all aircraft and equipment that were on charge of all the squadrons based at the station. Major scheduled maintenance was carried out by personnel from a Maintenance Unit.
[#] It is worth noting that personnel on strength of No. 9035 Servicing Echelon were attached to No 35 Squadron to assist with the daily servicing of squadron aircraft and equipment from 3rd November 1943 until 3rd March 1945
Other ground personnel carried out technical and administrative duties such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support.
Trades were grouped as follows, with Group I being the highest paid out of Groups I to V:
[Source: ABC of the RAF (published post 1941)]
[*] Trades and Groups changed throughout the war, so the listing is to demonstrate the variety of trades. It has not been possible to find a listing which identifies which were on strength of the squadron and which were on strength of the station.
Whilst personnel in these trades were primarily on strength of the station (providing services to all the squadrons that were based there), a small proportion were on strength of the squadron, undertaking squadron related Administrative Duties
Personnel on strength of (or attached to) No 35 Squadron
No. 35 Squadron’s record book contains little or no information regarding Ground Personnel, but some listings can be found (eg on squadron movement orders)
Photo Gallery
Fitters and Flight Mechanics on arrival at RAF Graveley (with JH Marks)
Armament Section (Date Unknown)
ADDITIONAL INFORMATION
Airfield Incidents
The following airfield incidents occurred whilst the squadron was based at RAF Linton-On-Ouse and RAF Graveley:
WO416 German Record Cards of British and Commonwealth Prisoners of War and some Civilian Internees, Second World War
The cards can contain:
Camp name
Camp number
Country of origin
Surname
First name(s)
Place and Date of birth
Father’s first name
Mother’s maiden name
Name and Address of Next of Kin
Religion
Date and Place of Capture
Where transferred/transported from
Details of escape
Details of death
Service (e.g. Army, Air, Navy, Civilian)
Service rank
Service number
Availability
The Record cards are held at the National Archives, Kew [File WO416] and are available for viewing and copying provided it is 100 years after the birth of the individual
This month, I have carried out research on the following, all of whom served with the squadron:
RM Mather (1943 [POW])
HC Pexton (1943 [Killed])
JL Lee (1943 [Killed])
BG Southwell (1959 to 1961)
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
Remembering a Lancaster Flight
I was contacted by Norman Allum (1924 Squadron A.T.C. 1948 – 1952) who explained that he recently came across his old Air Training Corps log book which showed that whilst on an annual camp at R.A.F. Mildenhall in 1949 he was lucky enough to be a passenger on a 7 1/2 hour flight in a Lancaster.
Norman did not record the aircraft serial number or the crew names at the time, but a look through the squadron’s Record Book shows that the crew were on a Bullseye exercise. (Unfortunately, the serial number was not recorded in the Record Book either)
Over 70 years on, he remembers little about the actual trip but says:
“I vaguely recall being kitted out with flying gear. As a night flight, oxygen masks were required to be worn from take off to landing. I remember the strange smell of the mask which seemed to stay with me for the entire flight. Seated next to the wireless operator there was very little to see. I do believe I may have even slept most of the time! We were provided with sandwiches and a flask of tea or coffee for the trip and the biggest question on my mind was ‘How could I eat or drink with this mask on?’ Observing the wireless operator, he just took the mask off and proceeded to eat and drink without any problem. As for me, I was too scared to even remove the mask. I broke off pieces of the sandwich and poked them in to my mouth from under the mask. I do not remember drinking anything for the entire trip! I am proud to have been just a very small part in the history of No. 35 Squadron, on that night of the 9th August 1949”
On 15th July 1937, the squadron took delivery of its first Vickers Wellesley which it trialled and used for training purposes until April 1938
Wellesley K7736 (Source – From the Ground Up by Fred Adkin)
23rd July
On 23rd July 1956, Queen Elizabeth visited RAF Marham, where the squadron was stationed
Queen Elizabeth at Marham 23rd July 1956 ([Movietone News)
24th July
On 24th July 1956, the squadron moved from RAF Marham to RAF Upwood, where it operated as a light bomber squadron, equipped with the Canberra B.2
25th July
On 25th July 1943 a 1,000lb GP bomb exploded during the fusing operation in a Fuzing Point Shed at RAF Graveley.
Inside a Fuzing Point shed
The RAF Graveley Operations Record Book shows that seven station personnel were killed, A McAllan, RM Williams, JW McKenzie, W Mitchell, RW Castell, ES Mulcahy and LA Saunders.
The bomb dump was declared unsafe, with five 1,000lb fuzed bombs still lying in the area.
On 26th July 1943, armament staff from the Air Ministry, together with armament officers from HQ No. 8 (Path Finder Force) Group and RAF Station Wyton, visited the bomb dump and rendered the fuzed bombs safe.
26th July
On 26th July 1932, the squadron started to re-equip with the Fairey Gordon, a single-engine general purpose / light bomber which it utilised for training and operational use until October 1937
RAF Scampton Commemorative Window
Just 14 DAYS LEFT to ensure you are in the draw of this ‘SPECIAL AVIATION RAFFLE’ to be drawn on 14th August by Wing Commander (rtd) Bill Ramsey – co-pilot of the last ever Vulcan flight…. In aid of RAF Scampton Commemorative Window – an aviation heritage project. 75 prizes including many aviation original collectables. Project supported by Vulcan to the Sky Trust and other agencies.
It is my birthday today, and I thought you might like to see the cake that my partner made for me (with some assistance with the badge)
Contact Us
This month, I was contacted by the following people:
Diane Summers: My father was a navigator on 35 Squadron at RAF Upwood. Flight Lieutenant Brian George Southwell. We lived on Valient Square. We were there 1958-1961 approx. He served 20 years mostly Canberra’s and retired end 1969 at RAF Wyton. He is 88 with some amazing stories. I happily listen and loved my childhood with the RAF. He is currently at the beginning of his dementia journey but still has great recollections of his time served.
David Cook: My father proudly served in 35 squadron during 1939 – 45 in the ground crew, Gordon ‘Taffy’ Cook. Graveley and Warboys were place names he mentioned. I have some photos somewhere and he made a Lancaster model from a peace of windscreen. There wasn’t much he didn’t know about the Rolls Royce Merlin engine.
Please remember, the site can only be built with help from people like yourself who have an interest in the squadron
The following article from “THE MARKER”, written by Group Captain “Dixie” Dean (January 1950), tells the story of 35 Squadron’s custom of using the word “Agla” to wish each other luck on operations during WWII.
A former squadron pilot has confirmed its usage, but it has not been possible to find any additional information, nor any photographs showing its usage.
Agla
“First thing to do is admit that I haven’t got a clue what Agla means. For many years now I have always evaded giving a direct answer to the question by a knowing wink and an air of profound mystery but now I have to put on record that the result of a long investigation has proved that not only do I not know, but neither does anyone else! I feel that I can acknowledge this shortcoming because a recent enquiry was submitted to the Daily Telegraph information service by the Pathfinder Association and no trace of its origin was known.
Agla means a lot to the older members of 35 Squadron. It was a fact that no crew went on operations without Agla. Agla was everywhere. Agla was the magic word for any and every crew. Agla always went. The method was simple, Agla was just chalked on the sleeve of the battle dress, or the front of the Mae West. It had to be freshly chalked for each operation and whilst the crews were hanging about waiting for crew buses, lots of pieces of chalk would be passed around, as the aircrew busily agla’d each other.
It didn’t stop there, for Agla could be seen written on the fuselage of every 35 Squadron aircraft, just under the tail plane
It all began about the time the Squadron moved to Graveley in the latter half of 1942. The Squadron was equipped with aircraft paid for out of funds collected by the ruler and citizens of Madras, and was, of course, known as The Madras Presidency Squadron. One day, the Potentate paid us an official visit, during which he is reputed to have said ” To you I say Agla,’ which means “God be with you.” Mind you. I never met anyone who actually heard him say this, but it was generally accepted as the origin.
Now, I was quite satisfied myself. It seemed to work too, certainly as far as I am concerned, but a little while ago I was browsing through a magazine which was featuring a story on witchcraft, illustrated by several old prints depicting unpleasant-minded people raising merry hell for their neighbours by devious means. One especially nasty looking character had had a particularly successful evening, judging by the varied assortment of demons surrounding him. His method was to draw a circle in the sandy soil by means of a stick, and, dividing up the circle, he proceeded to draw all sorts of strange signs and devices. I took a closer look and, prominent in the design, there it was—Agla
That is why I have written this. That is why I must find out more about Agla. I do hope somebody can clear the whole thing up. The mail will, I trust, produce a letter with the real meaning. Let’s hope it is not signed by Old Nick himself!
ADDITIONAL INFORMATION
Aglavilla
One airman’s memoirs (AJ Vial) states that the ramshackle hut used by the servicing flight was known as Aglavilla. It is not known if this has any connection with the use of the word Agla by the crews.
35 Squadron Reunion Photograph
A photograph in the June 1949 Marker Magazine shows a 35 Squadron reunion, where Agla is clearly remembered
I am still receiving a steady flow of enquiries from across the globe. This month, I have carried out research on the following, who served with the squadron:
RG Humphreys (1942 [POW])
DC John (1945)
SJH Andrew (1944 / 1945)
AJ Dick (1943 to 1945)
S Nuttall (1943 to 1945)
JRA Careless (1941)
H Breeze (1944 / 1945)
GD MacGregor (1945)
R Mather (1943 [POW])
JL Lee (1943 [KIA])
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
Avro LancasterModel
I was sent this photograph of a model of a 35 Squadron Avro Lancaster that was built by Barry Martin, who explained:
“My Father, Fl.Lt. C.W. Martin, always known as “Pincher” served in the RAF from 1922 to 1956, including a posting to 35 Squadron, first at Graveley, from where he joined the 1946 Goodwill Tour of the USA as Engineer Officer, and then to Stradishall, where I lived with him and Mother, in a Married Quarter, close to the German POW camp. Pincher was a practical man, and he nurtured my interest in aviation, engineering and modelling which has given me joy, and a career, for life. After Stradishall, a 1947 posting to Wahn in Germany, gave me the fun of launching a KielKraft glider from the top window of Schloss Berlinghoven, where we billeted with RAF families, down into the extensive grounds. Living on RAF stations with Father, gave me the chance to watch, and even sit inside Spitfires, Ansons, and the mighty Lancaster, and as a member of the Lincolnshire’s Lancaster Association, I admire the power, the style, and the history of the mighty Avro.
The flying model of TW657 I have made, as a tribute to my Father, and his journey to the USA, is relatively small, at 48” wingspan. It is powered by 4 geared electric motors and a Lithium-Polymer battery. Construction followed a published plan, and is in balsa and ply, covered with heat-shrunk polymer tissue, painted with car-spray. Ailerons, flaps, elevator, and wheels, are controlled by 2.4Ghz radio transmitter and receiver, and lightweight servos. The Lancaster is a favourite with aeromodellers, with many larger and more detailed versions flying- and dropping “bouncing bombs”! Aircraft modelling is a very active and absorbing hobby, and if you ever find yourself close to one of the model flying displays held in the UK, join in, – you will see long forgotten aircraft designs still flying, as their designers intended!
[“Pincher” (far right) with R Mathers’ Crew on the Goodwill Tour]
Operation Lancaster (Goodwill Tour USA 1946)
As well as hearing from Barry Martin about his father’s service with No. 35 Squadron, I also heard from Malcolm Ashpool, whose father also flew as Ground Crew in TW657 on the Goodwill Tour.
He very kindly sent me copies of photographs from the tour, some of which I didn’t have in my collection, along with copies of some of the programmes that his father collected during his “downtime” in the USA.
Can you help to preserve Vulcan XL319 and its history?
As recent news headlines have shown, museums are struggling in these uncertain times, so they need all the help they can get to ensure their survival.
As I have previously advised, I am working with the North East Land, Air and Sea Museums to provide them with information regarding 35 Squadron’s use of Vulcan XL319, so that it can be displayed alongside the aircraft, once they have raised enough funds to purchase a shipping container to house it …. so can you help?
The museum also has a crowdfunder page if you would prefer to donate that way XL319 Crowdfunder
The squadron standard was presented by HRH Princess Alexandra of Kent at a drumhead service of dedication at RAF Upwood on 16th June 1959.
8 Group Path Finder Force Memorial
I was pleased to see the following update on the Path Finder Force Memorial:
“We continue our quest to raise funds to place the Pathfinder Memorial within the grounds of the National Memorial Arboretum (NMA) in commemoration of the RAF Path Finder Force. The placing of the memorial will take place on 6th July 2020.
After the cost of the Memorial Plinth and some works adding to over £12,500, we need to find a bit more. To this, we have been given the perpetuity figure of £7167.72 by the NMA which will ensure this memorial will be looked after for ever and the final figure by our stonemason of £5998.00. This £13,165.72 is the final monies to be accrued to close the funding for this project. There is cash in the fund however, we are a bit short and I’d like to propose the raising of £ 8,500 to help cover this cost and ensuring we have funds for the general upkeep of the artefacts we have on display as well as paying the annual premium for the required insurance cover we have to pay.”
Lock-down is providing us all with time to root through our boxed-up photographs, documents and ephemera …. so if you are spending some time reminiscing and you come across any 35 Squadron related material which you would be happy to share, please get in touch.
Please remember, the site can only be built with help from people like yourself who have an interest in the squadron
The full twelve formation aircraft were detailed for practice London Flypast. Press representatives and Public Relations Officers were carried. One aircraft was detailed to fly alongside the formation carrying Mr. Prentice, of the Gaumont-British News Film Company, Stanley Devon who represented the Press Association, although a Daily Sketch photographer, obtained some excellent photographs, one of which appears in the Daily Sketch of the 30th May. Mr. Devon took his photos from the rear turret of the-Squadron Commander’s aircraft.
6th June 1946
Twelve aircraft, led by the Squadron Commander Wing Commander AJL Craig DSO DFC flew on a final full scale rehearsal for the London Fly Past over the actual route. The timing and formation were good.
A number of high ranking officers from the Air Ministry were at the saluting base and they telephoned the Air Officer Commanding in Chief, Bomber Command to say that this squadron’s formation was the best and most impressive they had ever seen.
After the flypast, the formation flew over Headquarters, Bomber Command. This also drew the compliments of the Air Officer Commanding in Chief and the senior Air Staff Officer, Bomber Command.
The operation was also recorded on the BBC Home News. An excellent photograph of the squadron over Trafalgar Square was later published in the Evening News and Evening Standard.
8th June 1946
A large number of visitors and most of the station personnel who had not proceeded on their Victory Weekend, gave the squadron and enthusiastic send off as they became airborne for the Victory Day Flypast.
Each aircraft carried a press representative and these twelve men later gave very good “cover” of the squadron’s effort in the national press.
The weather and formation was good until reaching Fairlop (just NE of London). From there until the squadron was almost back at base the weather was low cloud and continuous heavy rain; the formation therefore suffered, but in spite of the conditions, put up a good show and were exactly on time to the nearest second. The precise timing had not been achieved before during any of the practices. Because of the weather conditions, little could be seen of the celebrations below, but Trafalgar Square and the Mall were very colourful and crowded.
On 18th April, it was announced that the squadron had been selected to fly a formation of 7 aircraft over various towns in Holland on April 29th in celebration of the first anniversary of the food dropping operation (Operation Manna) carried out by Bomber Command and USAAF in 1945.
The seventh aircraft in formation is to break away after flying over Queen Wilhelmina’s Palace at Soestdijk and drop a bouquet of red, white and blue and orange flowers on Soesterberg Airfield, together with a letter to Her Majesty from the Chief of Air Staff.
29th April 1946
The weather today was just about as bad as it could be for the proposed formation flying to Holland.
The Air Officer Commanding-in-Chief, Bomber Command who was to have flown in the leading aircraft of the formation, did not therefore arrive and under almost hazardous conditions, only one aircraft took off for Holland at 11.30 hours. The aircraft was captained by Squadron Leader Harris and the passengers included the Station Commander, Group Captain Collard, Mr Winant (BBC Correspondent) and Mr Van Eyke (London Reporter for a Dutch newspaper).
A broadcast was made from the aircraft to receiving devices in Holland, and the container released on time at 13.00 hours. A static line from the aircraft to the parachute of the container failed to open it. Weather conditions prevented the aircraft from returning to this country; it therefore landed at Schiphol Aerodrome near Amsterdam.
The crew was subsequently asked to give a recorded interview about the operation because the Dutch Broadcasting Authorities failed to properly record the broadcast from the air.
The whole operation seems to have been doomed to failure from the start by continuing list of unavoidable mishaps.
4th May 1946
On 4th May, twelve aircraft left in formation to give a demonstration of formation flying over Dutch towns and cities on this day of celebrations in Holland. This day is set aside by the Dutch as their official day of Liberation.
The cities were crowded with processions and the whole country looked most happy with the fields of tulips in full bloom.
The trip was most successful and compensated for the disappointment felt when the formation could not fly on 29th April. Messages of congratulations have been received from Holland and some good photographs of the formation were taken from the roof of the British Embassy in the Hague
The Hague
Queen Wilhelmina’s Palace, Soesteburg
Squadron in formation over Holland. (R) Robinson, (E) Hampson, (A) Beetham
A Corps Squadron consisted of a Headquarters and Three Flights.
The following extracts [Courtesy of Mike Meech] provide more detail regarding the personnel etc that were on strength of the Headquarters and each Flight
With the world in lock-down, I am receiving a steady flow of enquiries from across the globe. This month, I have carried out research on the following, who served with the squadron:
P Johnston (1941 and 1943 [Killed])
D Wrampling (1942 [POW])
MH McVey (1944 / 1945 [POW])
CDE Seaton (1944 / 1945)
HN Bradbrooke (1918 / 1919)
C Rowland (Chief Technician, RAF Akrotiri)
LB Lawson (1944 / 1945)
F Hay (1942 / 1943 [Killed]
NF Williams (1943)
RG Humphreys (1942 [POW})
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
Handley Page Halifax
I was sent this photograph of a Halifax that was built from perspex by Ron Gayner (Squadron Photographer). His son (Dick), who sent it in, explained:
“Dad loved aircraft from an early age and WWII gave him the chance to work with and on them. As a lad he used to scratch build models of various types from wood and wire and then paint them up. I remember some of them, but sadly little hands didn’t do them any good! However, being on airfields during the war, a new material became available to him, Perspex. The ray domes didn’t take well to be crash landed! In his ‘down time’ he built a number of models, including this Halifax. I’ve always been impressed by his skill and always will be. Sadly, I still have some of the parts of a Lancaster that never got finished, but as a token, he did make a pair of Perspex mustard spoons for his sweetheart, later his wife, my mother”.
Can you help to preserve Vulcan XL319 and its history?
I am currently working with the North East Land, Air and Sea Museums to provide them with information regarding 35 Squadron’s use of Vulcan XL319, so that it can be displayed alongside the aircraft.
Before this can happen, the museum needs to raise funds to purchase a shipping container to house it …. so can you help?
Mine arrived in the post this week
The museum also has a crowdfunder page if you would prefer to donate that way XL319 Crowdfunder
Nearly 40 people were present for the unveiling of a No. 35 Squadron memorial stone in the Ribbon of Remembrance at the International Bomber Command Centre, Lincoln on 14th May 2019.
The stone is dedicated to all who served with No. 35 Squadron (1916 – 1982) and to the memory of those that lost their life whilst doing so.
Ken Watson (former OC No. 35 Squadron) lays a wreath at the spire
Lock-down is providing us all with time to root through our boxed-up photographs, documents and ephemera …. so if you are spending some time reminiscing and you come across any 35 Squadron related material which you would be happy to share, please get in touch.
Contact Us
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you
Halifax DT488 was one of nine No. 35 Squadron aircraft detailed to attack Duisburg on the night of the 20th / 21st December 1942.
Its seven-man crew comprised:
Ronald Edward Wilkes (Pilot)
Terence Gordon O’Shaughnessy (Navigator)
Ronald Wheatley (Air Bomber)
Frederick Hay (Wireless Operator)
Frank Walter Vincent (Air Gunner)
Michael Albert Edward Bradford (Air Gunner)
Thomas Laurie Brown (Flight Engineer)
The squadron’s Operations Record Book shows “Before the aircraft could carry out an attack, it was hit by heavy ‘flak’ in the port inner and starboard outer engines; the D.R. Compass and various electrical leads were severed and the aircraft, flying on only two engines, began to lose height. This occurred when the aircraft was flying at 18,000 feet. The bombload of 8 x 1,000lb and 2 x 500lb G.P. bombs were immediately jettisoned and despite the adverse circumstances, a photograph was at the same time successfully attempted. After further jettisoning of flares and ammunition etc, it was found possible to maintain height at 6,300 feet. At 20.31 hours, the aircraft was sighted and chased by a Ju88, which made three attacks but fired only one burst. Our aircraft was then flying at a reduced speed of only 90 knots, but during the engagement, which lasted four minutes, the Rear Gunner managed to get three bursts and saw strikes in the nose of the enemy aircraft, which finally dived steeply away and was not seen again During both incidents, the entire crew remained very calm and were extremely efficient in jettisoning equipment and combating adversity, the Flight Engineer being outstanding. The Captain finally landed his damaged aircraft skilfully at Martlesham Heath”
ADDITIONAL INFORMATION
AM Form 78
The AM Form 78 (Movement Card) does not show any information regarding the incident, although the aircraft was not used operationally again until February 1943
AM Form 1180
There is no AM Form 1180 (Accident Card) for this incident; as such, there are no further details available
This month, I have carried out research on the following, who served with the squadron:
GF Collier (1943)
JR MacNeil (1959 to 1960)
WN Collins (1941)
AR Emery (1918)
HA Williams (1941)
E Garner (1945)
…. and what a lovely response I got from one grateful recipient “Oh Pete. Thank you so much for this. I can’t tell you how much it means to me and my brother. I am 72 and my brother is 77 so we are getting along in years and to be able to see this about our father is just so wonderful and we are so very grateful for your time. Thank you, thank you, thank you”
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
Always Remembered
DJ Milne
It is with great sadness that we announce the death of Jim Milne this month. He was a Nav. Plotter on 35 Squadron for nine continuous years and was a great supporter of the Cyprus Years group. He attended every reunion and was a much loved and respected member of the group.
Below are extracts taken from the tributes that have been sent by some of those who knew him:
“His humour and open friendship was much appreciated. A lovely man and a good colleague”.
“My enduring memory is of Jim’s smile, he never seemed to be without it. So thanks Jim for keeping us all cheerful.”
“He would spend time and effort to help. The (sometimes) bluff exterior hid a warm and generous heart!”.
New to the Squadron he “Gave me good advice, particularly how to keep pilots in order!”.
“He was always the professional with a great sense of humour, an optimist and a doer, a loyal friend and a true gentleman. We will all much miss that smiling face.”
“…..is an original Vulcan 35 Squadron Plotter from the first days at Coningsby in 1962, then Cottesmore and finally Akrotiri, nine years of continuous service with the Squadron.”
“.. he was an amiable and thoroughly likeable character, as well as being a true professional. I learned much from him……….”
“A truly lovely man and professional aviator has gone off task. We will miss him greatly. He never failed to have a cheery word, no matter what the circumstances.”
“How brave and positive he was, accepting his lot and making the most of the time he had left, so so brave and thoroughly to be admired”.
“We will remember him for his ready wit, raucous laugh and the good humour he brought to every occasion.”
“…..he was such a lovely man.”
“Such a modest and lovely gentleman.”
“Jim was one of the stalwarts of the squadron and always had time, as I remember well, to provide advice to the less experienced amongst us. I too recall that he always seemed to have a smile and will remember him as a true gentleman. He will be greatly missed by us all.
“…a perfect gentleman.”
“….he was always very charming and friendly. A sad loss to us all.”
“Jim was such a loyal supporter of the group and came to every reunion. At last year’s reunion he came to say his goodbye and thanks, said how much he had enjoyed seeing everyone again and what a good reunion it had been. He said “I won’t come to any more, I want you all to remember me as I am now and not the person I will become.” He shook Roger’s hand, gave me a huge hug and said “Goodbye”. We watched him cross the car park to his car and drive away
Jim’s funeral will be held on Monday 11th May at 12.30 and we ask that you stand at that time, together but apart, with his family in your thoughts, to remember our dear friend Jim.
Mo and Roger Frampton PER ARDUA AD ASTRA
Jim, with the Cyprus Years Group (2019 Reunion)
Article from the Dundee Courier (February 2020)
Perth WWII hero celebrates 99th birthday by receiving highest award from French military
A Second World War hero celebrated his 99th birthday last week by being awarded the highest military award issued by the French government.
Former Flight Lieutenant Ernie Holmes, a resident of the Perth’s Kincarrathie House care home, celebrated his milestone birthday on January 29 by receiving membership as a Chevalier of the Légion d’Honneur.
Ernie was a Lancaster bomber pilot and flew many missions over occupied France.
Last week, he received a letter signed by the French Ambassador which confirmed the highest French order of merit for military and civil achievements had been conferred.
Ernie was invited to the Netherlands 15 months ago to unveil a memorial to the crew of his plane where it was shot down in South Holland in May 1943, with the loss of five members of the eight-man crew.
Mr Holmes, who is one of the last surviving Lancaster Bombers, made an emotional trip overseas to meet those who helped keep him safe when his plane was gunned down.
He had been on his way home after a night-time bombing raid in Germany when his aircraft came under attack.
The Lancaster crashed over the Netherlands but Mr Holmes parachuted to safety and was taken in by farmer Fons van der Heijden, a member of the Dutch resistance.
Just days before the region was liberated, Fons, who had harboured many servicemen and with whom Ernie shared a birthday, was taken out of church by Nazis and shot.
Speaking in 2018, Mr Holmes said: “These were good people who risked everything, to keep me safe. There is no greater love, than he who will give himself for another.”
Ernie’s son David said: “He received a letter signed by French Ambassador Catherine Colonna which recognises Ernie’s military engagement and steadfast involvement in the Liberation of France during the Second World War.”
On 1st April 1938, No. 35 Squadron received its first Fairey Battle (K7695), a dual control aircraft. The Fairey Battle MKI was a single-engine light bomber, powered by Merlin I, II or III engines, which was used by the squadron for training purposes from April 1938 to April 1940
On 5th April 1917, the squadron moved to its first front-line aerodrome at Savy, where it started to operate in its role as a Corps squadron, providing medium and short distance aerial reconnaissance for the Cavalry Corps.
The role included:
Location of Hostile Batteries
Observation of Artillery Fire
Contact Patrol Work
Close Reconnaissance and Photography
Offensive action against vulnerable points in the Army reconnaissance area
Savy Aerodrome
ON THIS DAY (20/04)
On 20th April 1938, the squadron moved from Worthy Down to RAF Cottesmore, where it remained until 26th August 1939 (when it moved to RAF Cranfield)
ON THIS DAY (27/04)
On 27th April 1942, eleven aircraft and crews, lead by Wing Commander J.H. Marks took off from Kinloss at approx. 20.20 hours to make a low level attack on the Battleship ‘Tirpitz’. The crews found difficulty in sighting the target owing to an effective smoke screen being laid, but the outcrop of rock which was known to be sheltering the “Tirpitz” was definitely seen by several of the crews. Two of the aircraft (Halifax W1020 and Halifax W1048) failed to return.
Smoke Screen over the Tirpitz (27th April 1942)
ON THIS DAY (28/04)
On 28th April 1954, the squadron started to re-equip with the Canberra B2, which it utilised for training and operational purposes until it was disbanded in September 1961
A 35 Squadron Canberra over Malta [Courtesy of Marham Aviation Heritage Centre]
Squadron Memories
Social distancing and self isolation is providing us all with time to root through our boxed-up photographs, documents and ephemera …. so if you are spending some time reminiscing and you come across any 35 Squadron related material which you would be happy to share, please get in touch.
This month I heard from the following:
Ron Gilchrist, who said “I served on the Squadron from 1978 to 1980. I was the Sgt Pers Admin working alongside the late Wing Commander Roger Sweatman, and then the late Wing Commander Ian Junor. The Adjutant in that time was Flt Lt Geoff Lidbetter. On my posting to Pitreavie Castle to become PA to Air Vice Marshal Bairsto, Wg Cdr Junor honoured me with a 7th seat trip on a Lone Ranger to Goose and Offutt (8th to 21st February 1980). A trip of dreams. The crew, who were superb to me were, Scott-Skinner, Pat Chapman, Geoff Lidbetter and Al Collins. (Al Copplestone was Crew Chief)”
Contact Us
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you
Bombing and Navigation Competitions (including electronics) were held annually, with selected crew(s) representing the squadron in competitions organised at Station and/or Group level.
Numerous trophies (*), were presented, including:
Bristol Siddeley Trophy
Medium Bomber Efficiency Trophy
Sir Phillip Sassoon Trophy
Laurence Minot Trophy
Blue Steel (inter air force) Trophy
Electronics Trophy
(*) See “Additional Information” for trophy details below)
In addition, crew(s) were selected to represent the Group in competitions held in the USA (such as Giant Voice).
The following provides information on some of the trophies that were won by the squadron in the post war era
1965
No. 1 Group Medium Bomber Competition
The squadron won the Bristol Siddeley Trophy (Bombing) and the Racal Trophy (ECM / Communications)
No 1 Group Medium Bomber Competition 1965
1967
Station Bombing, Navigation and Communication Competition (February 1967)
Between the 20th and 23rd February 1967 (inclusive), the Station held an inter-squadron Bombing, Navigation and Communications Competition as part of the work up for the forthcoming Bomber Command Competition. The four crews from 35 Squadron entered in the Bombing Competition were Flt Lt B. Dorrington, Flt Lt R.D. Downs, Flt Lt R.B.Gilvary and Flt Lt N.B. Baldwin. The two crews entered in the Navigation/Communications Competition were Wg Cdr D.A. Arnott and Sqn Ldr H.H. Skinner. The Squadron won the Bombing Competition and were ‘runners-up’ overall.
Station Bombing Trophy Wg. Cdr. Arnott collects the Trophy (February 1967)
1972
The NEAF Bomber Wing, Bombing and Navigation Trophy Sqn Leader Gowling receives the trophy from Station Commander DB Craig (July 1972)
1973
Strike Command Bombing and Navigation Competition
In May 1973, Flight Lieutenant Julian Flood and his crew flew their two sorties in the STC Bombing and Navigation Competition to such good effect that they carried off the Blue Steel Trophy, awarded to the Air Force with the best overall crews, the Electronics Trophy, for the best individual crew in navigation, and the Sir Phillip Sassoon Trophy for the best squadron in navigation
J Flood, Crew Chief Hales, R Morris, R Lane, A Morgan, R Hardisty and M Cook (foreground) with the Blue Steel Trophy (NEAF) 1973 [Courtesy of Ron Morris]
Trophies won by the IX/35 Squadron (NEAF) during the Strike Command Bombing and Navigation Competition (May 1973) including Blue Steel, Electronics and Sassoon Trophies, on display at RAF Akrotiri [Courtesy of Ron Morris]
1975
Medium Bomber Efficiency Trophy
“The Bristol Siddeley Trophy is awarded to the Medium Bomber Squadron with No 1 Group which has achieved the best simulated bombing results on nominated flying exercises during the year. The 1975 Trophy was awarded to No 35 Squadron after the final exercises in December had been flown. The squadron’s bombing average was 79.48%, nearly 6% clear of the nearest other squadron”
Medium Bomber Efficiency Trophy for 1975 being presented on 24th March 1976 being presented to Tony Atkinson [Courtesy of Tony Atkinson]
Wing Commander Atkinson and WO Gough with the Medium Bomber Squadron Efficiency Trophy [which had been awarded for 1975 activities] alongside the Scampton Gate Guardian (Photo taken after its presentation on 24th March 1976) [Courtesy of Tony Atkinson]
Bristol Siddeley Trophy
1976
Bristol Siddeley Trophy
1976 Bristol Siddeley Trophy being presented to Tony Atkinson [MAHC IMG_4229]
Giant Voice
Bennett Crew (Giant Voice Best Vulcan Crew) 1976 [MAHC IMG_4227]
1977
Bristol Siddeley Trophy
Bennett Crew with the Bristol Siddeley Trophy 1977 [MAHC IMG_4232]
ADDITIONAL INFORMATION
Bristol Siddeley Trophy
From 1961 to 1952, the Bristol Siddeley Trophy was awarded to the squadron with the best bombing results in the No.1 Group Combat Efficiency Competition. In 1965 it was reallocated and awarded to the squadron which received the best bombing results throughout the year during No.1 Group exercises. The navigation equivalent was the General Precision System Trophy
[Courtesy of Derek Parks]
Medium Bomber Efficiency Trophy
The Medium Bomber Efficiency Trophy was awarded annually to the Vulcan Bomber Squadron which had shown the best results in all aspects of its task during the previous year
Laurence Minot Trophy
Until 1953 the Laurence Minot Trophy was awarded for visual bombing, but it was allocated for radar bombing in 1955. In 1957 it became the premier trophy in the Bombing and Navigation Competition, and since that date was awarded to the Bomber (later Strike) Command squadron with the best overall results in bombing and navigation combined.
The following are known to have been on strength of (or attached to) the squadron prior to its disbandment in 1940:
Commissioned Officer (Air Crew)
Robert Bramston Barker
William Michael Mary Hurley
James Paine
Non Commissioned Air Crew
Alphonse Roger Hermels
John Drummond Stein
[-] Wallace
Note: Very little information is recorded in the Record Book relating to personnel on strength of the squadron during this period
Ground Personnel
The squadron’s record book contains little or no information regarding Commissioned Officers or Non Commissioned Other Ranks that were on strength of the squadron during the year who carried out:
Daily servicing, ongoing maintenance and scheduled servicing of squadron aircraft and equipment
Other squadron related technical and administrative duties (such as Logistics, Air Operations Support, Intelligence, Administration and Personnel / Medical support)
More information can be found on the following page
On 3rd March 1919, No. 35 Squadron arrived at Netheravon Aerodrome (Wiltshire) having completed its World War I activities in Europe. It remained there until its disbandment on 26th June 1919.
ON THIS DAY (06/03)
An Avro Lancaster with 35 Squadron Markings
On 6th March 1944, the squadron started to re-equip with Lancaster III aircraft when Lancaster ND643 was flown from RAF Wyton to RAF Graveley by Major J Christie (“B”) Flight Commander
ON THIS DAY (10/03)
On 10th March 1941, No. 35 Squadron became operational with the Handley Page Halifax.
Seven aircraft were detailed to attack the docks and shipping canal at Le Havre, with the alternative of shipping at Boulogne.
Sadly, one aircraft was mistaken for an enemy aircraft and it was shot down by friendly fire over Surrrey on its return journey; four members of the crew were killed. A memorial now stands at the crash site at Merrist Wood.
ON THIS DAY (20/03)
On 20th March 1944, one of No. 35 Squadron’s flights, under the command of S/L JR Wood, moved to Downham Market to become part of the newly forming No. 635 Squadron.
Twenty eight officers and forty eight NCO aircrew travelled by air in nine Lancaster III aircraft. One hundred and two groundcrew personnel, comprised almost entirely of “B” Flight, travelled by road. In addition, a further nine squadron personnel and thirty two personnel from No. 9035 Servicing Echelon proceeded on posting to No. 9635 Servicing Echelon
In the early 1980s, a number of ground crew who had left No. 35 Squadron decided to try to track down their colleagues who had remained with the squadron at the time …. .and the 35 / 635 Squadron Association was formed
HIDDEN TREASURES?
Social distancing and self isolation is providing us all with time to root through our boxed-up photographs, documents and ephemera …. so if you are spending some time reminiscing and you come across any 35 Squadron related material which you would be happy to share, please get in touch.
[STAY SAFE]
ALWAYS REMEMBERED
(Article and Photograph courtesy of Linzee Duncan)
On the night of 30th March 1942, 12 aircraft took part in a raid on the Battleship Tirpitz which was which was moored in Fættenfjord, Norway; 3 of these aircraft (captained by Bushby, Archibald and Steinhauer) failed to return.
Today (78 years on) we went to visit my grandfather’s grave and those of all the other airmen who lost their lives in the March and April attacks on Tirpitz in 1942 along with the airmen from Coastal Command and PRU who were lost on ops related to the same target.
We lit a candle at the Cross of Sacrifice for those whose bodies were never recovered from the fjords and the sea and so have no known grave
CONTACT US
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you
On 23rd September 1935, the squadron’s aircraft (Fairey Gordon) were flown to RAF Sealand, Flintshire where they were dismantled and packed, ready for shipment.
All ranks were given four days embarkation leave before travelling to Liverpool where they embarked the SS Cameronia (see photograph) which sailed for Port Sudan on 4th October 1935 [arriving 17th October].
Having arrived in the Middle East, personnel travelled by rail to the tented camp at Ed Damer [arriving 18th October].
Ed Damer [Courtesy of Marham Aviation Heritage Centre]
The aircraft, which had to be reassembled at Port Sudan, were flown to Ed Damer on 26th October 1935.
Operational sorties, which included border patrols, the provision of a mail service and reconnaissance / survey work commenced on 7th November 1935.
In August 1936, the squadron’s detachment to the Sudan ended and its aircraft were flown back to Port Sudan where they were dismantled and packaged in readiness for return to the UK.
Aerial view of RAF Station Port Sudan, 1936 [RAF Museum]
Squadron personnel embarked the HMT Somersetshire which sailed to Southampton on 14th August 1936 [arriving 29th August].
HMT Somersetshire
The packaged aircraft were loaded onto SS Antilochus which sailed for Liverpool on 18th August 1936 [arriving 12th September]. They were placed in storage at RAF Sealand.
The squadron’s Operations Record Book shows “Flight Lieutenant Porter was detailed for a trip in Canberra WJ634. While carrying out his pre-flight checks after starting up, the undercarriage collapsed. This accident was subject to a Board of Enquiry”
The squadron’s Operations Record Book shows “On Tuesday 28th February, WJ676 whilst being flown by Flying Officer WJ Kirby, suffered an over-reading ASI. A safe landing was made at Idris”
The focus this month has been on researching the squadron’s activities, aircraft and personnel during the 1950s and updating the relevant pages on the website.
In addition, I have carried out research on the following who served with the squadron:
WJ Mintjens (1944)
GH Parsons (1944 / 1945)
If you would like information on a relative who served with the squadron (1916 – 1982), please get in touch and I will do my best to help
On 1st February 1940, the squadron moved from Cranfield / Bassingbourn to Upwood, where it remained until it was disbanded on 8th April 1940.
At the time, it was part of No. 1 Group Pool, which was tasked with:
providing the Advanced Air Striking Force [AASF] with a reserve or pool from which replacements could be drawn
training the output of the Flying Training Schools up to an operational standard
ON THIS DAY (02/02)
On 2nd February 1967, AM Mitchell and his crew (Jarron, Garrett, Messenger, Barnes) featured in a documentary on the ATV programme “Today”; It is understood that filming was carried out at RAF Cottesmore in May 1966,
The film is possibly stored in an archive somewhere, but I have not had the opportunity to track it down
ON THIS DAY (04/02)
On 4th February 1918, the squadron took delivery of the first of six Bristol F.2 aircraft, providing it with long range reconnaissance capability.
These supplemented the squadron’s Armstrong-Whitworth FK8 aircraft, which were utilised for medium and short distance aerial reconnaissance
ON THIS DAY (04/02)
Lancaster ME334 was one of fourteen No. 35 Squadron aircraft detailed to attack Bonn on the night of 4th / 5th February 1945; sadly, it did not return and all the crew were lost. On board, was CA Butler (Flight Engineer), who was my partner’s grandfather.
It was whilst researching him that I caught the “research bug” and my interest in No. 35 Squadron began.
ON THIS DAY (10/02)
On 10th February 1949, the squadron moved from RAF Stradishall to RAF Mildenhall (Suffolk) where it remained until is was disbanded on 23rd February 1950
ON THIS DAY (19/02)
On 19th February 1982, Air Marshal Sir David Craig, VCAS, visited Scampton in order to fly the Squadron’s last full Basic Training Requirement (BTR) sortie.
The crew (in XL446) were:
Flt Lt Le Brun
AM Sir David Craig
Flt Lt Cockbill
Flt Lt Marson
Flt Lt Ingram
ON THIS DAY (23/02)
On 23rd February 1950, No. 35 Squadron personnel were transferred to RAF Marham to form the nucleus of the B-29 [Washington] Training Unit (as part of the reorganisation of No. 3 Group).
ON THIS DAY (26/02)
On 26th February 1982, the squadron standard was paraded for the last time before being taken to RAF Cranwell for safe keeping. The event was attended by a number of distinguished guests, including six previous No. 35 Squadron Commanders (Craig, Fitzpatrick, Arnott, Carver, Hepburn and Atkinson) and the seven-man crew of a Halifax that had been shot down in 1941” (SD Greaves’ crew)
Stone Carving
I received this interesting photograph from Thomas Dignum with a note to say that it was carved into a wall in the flight line control hut in the detachment area at RAF Luqa in the 1970’s by an unknown technician.
It is understood that it was dug out of the wall and brought back to Scampton, but its current whereabouts is unknown.
It has probably got lost in time, but I have contacted the Heritage Centre to see if they have any ideas.
The Jews of Bomber Command
An interesting new website is being developed which provides an archive relating to the Jews who died serving in Bomber Command during WW2.
I have contacted the site authors to provide them with details about Alan Fay Birley and Maurice Cohen, both of whom lost their lives whilst serving with No. 35 Squadron. The information provided will be included in their biographies on the site.
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you
The squadron’s Operations Record Book shows “Wing Commander Neubroch, captain of Canberra WH913, whilst landing at Gutersloh after completion of a combined Marshmallow / Lone Ranger exercise on 7th October, ran off the end of the runway and engaged the safety barrier. The aircraft suffered Cat 1 damage. Conditions at the time were continuous rain, low cloud, nil wind and the runway was waterlogged”
Squadron Leader FR Flynn AFC 01/09/1953: Squadron Leader RS Sanders DFC AFC
Strength
No. of Commissioned Officers (Air Crew and Ground):
Varied between 22 and 31
No. of Non Commissioned Air Crew:
Varied between 52 and 76
No. of Non Commissioned Other Ranks (Ground)
Not Recorded
The following are known to have been on strength of (or attached to) the squadron during 1953:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Ronald Montgomery Crawford
Donald Edward Dormer
Ernest Jackson
Eric Livett
Robert Alston Patterson
Frederick Norman Ramsey
Robert William Stafford
Jack Stirrup
[-] Whitehead
Richard Norman Williams
Navigator / Observer
Frank George Corduroy
Alan Anthony Douglass
Kenneth Albert Drury
Leslie James Fuggle
William Gillespie
Percy Hall
James Henry Charles Jenkinson
Michael John Kennell
Robert Arthur Kirkland
Peter Alan Ottridge
Eric Parker
William Frederick John Pike
Michael Oscar Reed
Rex Southern Sanders
Raymond Senior
[-] Stracey
Albert Stringer
Signaller
Albert Henry Butler
Gerald William Clamp
Alfred Fishburn
William Samuel Jones
Kenneth Moore Somerset
Gunner
Ronald George Coulson
Richard Leslie Evans
Denis William Eynstone
John Charles Humphreys
David George Wiliam Hubert Jones
Philip Arthur Lloyd
Peter Frederick George Paxton
Vincent William Stacey
Edward Byron Thomas
Engineer
James Dwerryhouse
Joseph Edmundson
Maurice Charles Godfrey
[-] Payne
Stanley Arthur James Piper
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
Personnel on strength of the squadron during the year included:
Engineering Personnel (undertaking daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
The squadron’s Operations Record Book shows “WF350 suffered two burst tyres. This was due to the locking of the port brakes or wheels when strongly applied to halt the aircraft during a landing with no wind velocity”
The squadron’s Operations Record Book shows “At 23.42 hours Washington WW351 had a double starboard tyre burst on landing. The pilot, FO Dormer, checked a swing to port with his brakes and the tyre failures were due to friction”
– Squadron Leader TA McCulloch – 05/03/1956: Handed over to Squadron Leader RG Price DFC
Strength
No. of Commissioned Officers (Air Crew) (*)
Varied between 29 and 40
No. of Non Commissioned Air Crew
Varied between 2 and 3
No. of Non Commissioned Other Ranks (Ground)
Not Recorded
(*) includes USAAF / RAAF Officers)
The following are known to have been on strength of (or attached to) the squadron in 1956:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Patrick Seymour Arnsby
John Purslove Barker
John Eustace Bremner-Young
Eric Walter Brown
Richard Barry Raymond Dillon
Douglas John Eldridge
Brian Edward Fern
Edwin David Finch
Hugh Anthony Leonard
Leslie Grantham Lunn
John Robert Mason
Thomas Ashton McCulloch
Anthony Ashley Redman
Geoffrey William Rushforth
[-] Ryan (USAAF)
Anthony Eric Robert Wells
[-] Whitehead
David Wright
Navigator / Observer
John Ashworth
William Banks
Michael Paul Bowker
John Chaloner
Peter George Chapman
James Churchill
Sidney John Clark
Colin Lilico Cockburn
Robert Terence Coker
Gordon Caswell Dennison
Frank Flynn
Charles William Gray
Keith Leonard Handscomb
[-] Heggen (RAAF)
Robert Keith Hepburn
Leslie James Hitchen
Kenneth Ibell
Deryk Raymond Jackson
Peter Kenyon
John Thomas Lynes
Alan Albert Mansell
Roderick Baird McGowan
Brian Milne
Derrick John Moore
George William Nettleship
Eric Parker
Leslie John Perkins
Raymond George Price
Michael Oscar Reed
[-] Sauer (USAAF)
Raymond Senior
Roy Reginald Sharman
Harold Albert Smith
Eric Trown
Roger John Turner
Hugh Ivor Whittle
John Bernard Paul Wilding
Charles Ernest Wilks
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
Personnel on strength of the squadron during the year included:
Engineering Personnel (undertaking daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
(*) Higher number due to the additional trades needed for the Washington (up to March 1954)
The following are known to have been on strength of (or attached to) the squadron in 1954:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Patrick Seymour Arnsby
Colin Hugh Barwell
Douglas Stuartson Bell
John Eustace Bremner-Young
Eric Walter Brown
Ronald Montgomery Crawford
Richard Barry Raymond Dillon
Donald Edward Dormer
Ernest Jackson
Eric Livett
Bernard Thomas Millett
Arthur Keith Passmore
Robert Alston Patterson
Frederick Norman Ramsey
Geoffrey William Rushforth
Robert William Stafford
Jack Stirrup
Anthony Eric Robert Wells
[-] Whitehead
Richard Norman Williams
David Wright
Navigator / Observer
John Ashworth
Michael Paul Bowker
James Churchill
Frank George Corduroy
Alan Anthony Douglass
Kenneth Albert Drury
Leslie James Fuggle
William Gillespie
Percy Hall
Kenneth Ibell
Deryk Raymond Jackson
Roland Arthur Jenkins
James Henry Charles Jenkinson
Michael John Kennell
Peter Kenyon
Robert Arthur Kirkland
John Thomas Lynes
Brian Milne
Derrick John Moore
Dennis Robert Oaten-Wareham
Peter Alan Ottridge
Eric Parker
Leslie John Perkins
William Frederick John Pike
Derrick David Potter
Dudley Laurence Pritchard
Kenneth James Quinby
Michael Oscar Reed
Rex Southern Sanders
Raymond Senior
[-] Simpson
Jasper George Curthoys Slater
[-] Stracey
Albert Stringer
Peter Harold Whitbread
John Bernard Paul Wilding
Charles Ernest Wilks
Signaller
Albert Henry Butler
Gerald William Clamp
Alfred Fishburn
William Samuel Jones
Kenneth Moore Somerset
Gunner
[-] Cosby
Ronald George Coulson
Richard Leslie Evans
Denis William Eynstone
John Charles Humphreys
George Johnston
David George Wiliam Hubert Jones
Philip Arthur Lloyd
Peter Frederick George Paxton
Vincent William Stacey
Edward Byron Thomas
Engineer
James Dwerryhouse
Joseph Edmundson
Maurice Charles Godfrey
Bernard Walter Noble
[-] Payne
Stanley Arthur James Piper
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
Personnel on strength of the squadron during the year included:
Engineering Personnel (undertaking daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
(*) Includes USAAF and RAAF Officers (**) No 18 and No 35 Squadron amalgamated in February 1957, resulting in increase in numbers
The following are known to have been on strength of (or attached to) the squadron during 1957:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Arthur Desmond Ashworth
John Purslove Barker
Edward Kingsley Gordon Bates
Harry Birch
Douglas Radley Bryan
John Charles Dunn
Douglas John Eldridge
Edwin David Finch
Kenneth McDonald Flett
Edward Brian Christopher Gwinnell
David John Kay
Alan Stewart Lee
Hugh Anthony Leonard
John Oswald Howell Lewarne
Leslie Grantham Lunn
John Robert Mason
Raymond Douglas Pilcher
[-] Ryan (USAAF)
Kenneth William Simpson
Alan Denzil Burness Smith
Peter John Smith
Anthony Eric Robert Wells
[-] Whitehead
Patrick Tindall Whitlaw
Navigator / Observer
James Dinsdale Appleton
William Banks
John Richard Bird
Geoffrey Reginald Brown
Robert Michael Carpmael
Albert Arthur Casselly
John Chaloner
Peter George Chapman
Sidney John Clark
Colin Lilico Cockburn
Robert Terence Coker
John Rowell Denney
Gordon Caswell Dennison
Brian Dockar
John Strachan Dunwoodie
Geoffrey John Edwards
Michael Farmer
John Peter Flight
Charles William Gray
Keith Leonard Handscomb
Norman Leslie Hartland
[-] Heggen (RAAF)
Robert Keith Hepburn
Leslie James Hitchen
Erie Antony Robert Humpston
John Arthur Hyde
Kenneth Ibell
Deryk Raymond Jackson
Douglas Gordon Kaye
Peter Kenyon
[-] Kirk
Bryan John Leggett
Brian Milne
Derrick John Moore
George William Nettleship
Ronald Frank Norman
Anthony Ernest Page
Eric Parker
Norman Arthur Parker
James Frederick Parkes
Leslie John Perkins
Michael Pinder Phibbs
Raymond George Price
Michael Oscar Reed
[-] Sauer (USAAF)
Raymond Senior
Herbert Sidlow
David George Stannard
Richard Joseph Stevenson
Eric Trown
Roger John Turner
[-] Walder
George Brian Walker
Trevor Wall
Alexander Charles Wedderburn
Kenneth John White
Hugh Ivor Whittle
Gerald Kinsey Woolmington
George Garnett Worrall
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
As all engineering work was carried out by personnel on strength of the station, the only personnel on strength of the squadron during the year were:
Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
– Squadron Leader RG Price DFC – 03/02/1958: Handed over to Wing Commander G Newberry
Strength
No. of Commissioned Officers (Air Crew)
Varied between 59 and 60
No. of Non Commissioned Air Crew
Varied between 6 and 8
No. of Non Commissioned Other Ranks (Ground)
0 (Centralised Servicing)
The following are known to have been on strength of (or attached to) the squadron during 1958:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Arthur Desmond Ashworth
John Purslove Barker
Edward Kingsley Gordon Bates
Harry Birch
Douglas Radley Bryan
Peter Backhouse Curtin
John Charles Dunn
David Peter Dwyer
Trevor James Edward Emanuel
Kenneth McDonald Flett
Edward Brian Christopher Gwinnell
David John Kay
William John Kirby
Alan Stewart Lee
Hugh Anthony Leonard
John Oswald Howell Lewarne
Leslie Grantham Lunn
William David Edward Martin
John Robert Mason
Raymond Douglas Pilcher
Eric William Quinney
Brian Anthony Sherlock
Kenneth William Simpson
Alan Denzil Burness Smith
Peter John Smith
James Edward Tootell
Patrick Tindall Whitlaw
Navigator / Observer
James Dinsdale Appleton
John Richard Bird
Geoffrey Reginald Brown
Robert Michael Carpmael
Albert Arthur Casselly
John Chaloner
Peter George Chapman
Sidney John Clark
Colin Lilico Cockburn
Gordon Cockfield
Robert Terence Coker
John Charles Dilworth
[-] Diprose
Brian Dockar
Raymond Arthur Dodkin
John Strachan Dunwoodie
Geoffrey John Edwards
Michael Farmer
John Peter Flight
Gerald David Fuller
William Frederick John Gibbs
Keith Leonard Handscomb
Norman Leslie Hartland
[-] Hemming
Erie Antony Robert Humpston
John Arthur Hyde
Peter Richard Jones
Terence Lewis Jones
Douglas Gordon Kaye
Peter Kenyon
Colin Ellis King
[-] Kirk
Anthony John McCreary
Terence Francis Moore
Derrick John Moore
Ronald Frank Norman
Malcolm Osbourne
Anthony Ernest Page
Edward Parker
Norman Arthur Parker
James Frederick Parkes
Michael Pinder Phibbs
Raymond George Price
Norman Sidney Pulley
John Frederick Schofield
Herbert Sidlow
David George Stannard
Derek Howard Stephens
John Nigel Stephenson-Oliver
Richard Joseph Stevenson
Kenneth William Taylor
Eric Trown
Roger John Turner
[-] Walder
George Brian Walker
Trevor Wall
Alexander Charles Wedderburn
Kenneth John White
Gerald Kinsey Woolmington
George Garnett Worrall
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
As all engineering work was carried out by personnel on strength of the station, the only personnel on strength of the squadron during the year were:
Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
The squadron’s Operations Record Book shows “On 8th April, FO Whitelaw and crew were taxying out of for take-off at Luqa when SAC Nevison who was working on a squadron aircraft noticed that FO Whitelaw’s aircraft had a leak in the port tip tank. Air Traffic Control were informed in time to prevent the aircraft from taking off. SAC Nevison is to be commended on his powers of observation and prompt action in stopping take-off “
Air Crew and Ground Personnel (February 1960) [Courtesy of Marham Aviation Heritage Centre]
Squadron Command
Commanding Officer
– Wing Commander G Newberry – 18/07/1960: Handed over to Wing Commander H Neubroch OBE
A Flight Commander
DA Dobbie
B Flight Commander
D Carlson
C Flight Commander
D Wright
Squadron Adjutant
Navigation Leader
Gibbs / JR McNeil
Bombing Leader
Flight Safety Officer
Strength
No. of Commissioned Officers (Air Crew) and Commissioned Officers (Ground)(*)
Varied between 50 and 67
No. of Non Commissioned Air Crew
Varied between 4 and 7
No. of Non Commissioned Other Ranks (Ground)
Varied between 80 and 95
(*) Including RAAF Officers
The following are known to have been on strength of (or attached to) the squadron during 1960:
Commissioned Officers and Non Commissioned Air Crew
Pilot
Donald Edward Betts
[-] Brown
David Carlson
Peter Backhouse Curtin
Duncan Alexander Dobbie
David Peter Dwyer
[-] Foster
Colin Graham Goodman
Geofrey Norman Gough
Edward George Hudson
Peter Leonard Jobling
William John Kirby
[-] McCabe (RAAF)
Gerald Arthur Muncaster
Ronald Arthur Nash
Hans Neubroch
[-] Parker
Michael John Pilkington
Michael Denis Porter
Christopher Rex Potter
Stuart Robertson
Ian Henderson Reardon Robins
Brian Anthony Sherlock
Humphrey Morgan John Smith
James Edward Tootell
Peter Reuben Walton
Patrick Tindall Whitlaw
David Wright
Navigator / Observer
James Eliel Abraham
James Dinsdale Appleton
[-] Asson
Paul Alistair Billinge
[-] Black (RAAF)
John Gordon Brown
Harry Edwin Brunt
Francis Ian Cave
Peter George Chapman
Allan Clemitson
Gordon Cockfield
Anthony Brian Culley
Clive Davies
Michael John Dean
John Charles Dilworth
Robert John Dodd
Ernest Eric Dudley
Victor Terence Edmonds
Brian William Fletcher
Michael Winship Foxwell
Gerald David Fuller
William Frederick John Gibbs
Leslie Richard Hawkins
[-] Hemming
Francis Joseph Hogan
Peter Richard Jones
Terence Lewis Jones
Douglas Gordon Kaye
Colin Ellis King
Bryan John Leggett
Alan Francis Lyon
John Robert MacNeil (RAAF)
Anthony John McCreary
Terence Francis Moore
Ronald Frank Norman
Malcolm Osbourne
George William Pollard
Norman Sidney Pulley
Colin Redmonds
John Frederick Schofield
Horace George Sealey
Dareic Rupert Somers-Joce
Brian George Southwell
Maurice John Stancer
David George Stannard
Derek Howard Stephens
John Nigel Stephenson-Oliver
Graham Sterne
Robert Ernest Styles
Peter Thorpe
Anthony Royston Tolcher
Lewis John Turnbull
[-] Walder
Terence William Walters
James Welsh
Michael Norman Whiteman
Bryn Williams
Peter Womphrey
Arthur William Kenneth Woodman
Gerald Kinsey Woolmington
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
Personnel on strength of the squadron during the year included:
Engineering Personnel (undertaking daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
McCABE CREW McCabe, Black, Macneil [From the collection of the late Air Cdre John Robert Macneil O35104 RAAF, who served on exchange as a Canberra navigator with 50 and 35 Sqns RAF in the period Jan 1959 -Sep 1961]
[Courtesy of Marham Aviation Heritage Centre]
Squadron Sports Team (May 1960)
Back Row: Toottell, Dobbie, Osborne, Foyle, Spillman, Dumbrall, Jacobs, Brunt, Williams Front Row: Hulse, Dwyer, Whiteman, Porter, Whitelaw, Newberry, Redmonds, Walton, Potter, Dilworth, Leggett
ADDITIONAL INFORMATION
Each crew was classified as either Select, Combat Star, Combat or Non-Combat (Unclassified) to denote its proficiency – more details –
Air Commodore Inspection June 1961 [Courtesy of Marham Aviation Heritage Centre]
Squadron Command
Commanding Officer
Wing Commander H Neubroch OBE
A Flight Commander
DA Dobbie
B Flight Commander
D Carlson
C Flight Commander
D Wright
Squadron Adjutant
Navigation Leader
HG Sealey
Bombing Leader
BG Southwell
Flight Safety Officer
Strength
No. of Commissioned Officers (Air Crew)
Varied between 46 and 53
No. of Non Commissioned Air Crew
Varied between 5 and 6
No. of Non Commissioned Other Ranks (Ground)
Varied between 78 and 92
The following are known to have been on strength of (or attached to) the squadron during 1961:
Commissioned Officers and Non Commissioned Air Crew
Pilot
[-] Augusta (RCAF)
David Carlson
Peter Backhouse Curtin
Duncan Alexander Dobbie
Colin Graham Goodman
Geofrey Norman Gough
Edward George Hudson
William John Kirby
John Frederick Larcombe
[-] McCabe (RAAF)
Gerald Arthur Muncaster
Ronald Arthur Nash
Hans Neubroch
Michael John Pilkington
Michael Denis Porter
Christopher Rex Potter
Stuart Robertson
Ian Henderson Reardon Robins
Brian Anthony Sherlock
Peter Reuben Walton
David Wright
Navigator / Observer
Paul Alistair Billinge
[-] Black (RAAF)
John Gordon Brown
Harry Edwin Brunt
Roy Alfred Burningham
Francis Ian Cave
Peter George Chapman
Allan Clemitson
Anthony Brian Culley
Clive Davies
Michael John Dean
Robert John Dodd
Ernest Eric Dudley
Victor Terence Edmonds
Brian William Fletcher
Michael Winship Foxwell
Leslie Richard Hawkins
Francis Joseph Hogan
Alan Sidney Hutchison
Peter Richard Jones
Terence Lewis Jones
Bryan John Leggett
Alan Francis Lyon
Anthony John McCreary
Ronald Frank Norman
George William Pollard
Alan Potter
Horace George Sealey
Dareic Rupert Somers-Joce
Brian George Southwell
Maurice John Stancer
David George Stannard
Derek Howard Stephens
John Nigel Stephenson-Oliver
Graham Sterne
Robert Ernest Styles
Peter Thorpe
Lewis John Turnbull
Terence William Walters
James Welsh
Michael Norman Whiteman
Walter Ian Charles Wigmore
Peter Womphrey
Commissioned Officers (Ground) and Non Commissioned Other Ranks (Ground)
No. 35 Squadron’s record book contains little or no information regarding Commissioned Officers and Non Commissioned Other Ranks who provided ground support to the squadron’s air operations;. However, a few listings can be found (eg on squadron movement orders).
Personnel on strength of the squadron during the year included:
Engineering Personnel (undertaking daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations)
Other Personnel (undertaking squadron specific technical and administrative duties)
More details on roles etc can be found on the following page:
On 15th January 1969, the first five crews (Bayliss, Dorrington, Carver, Tench and Wood) departed from RAF Cottesmore for RAF Akrotiri, Cyprus, which was where the squadron would be stationed for the next six years.
ON THIS DAY (16/01)
On 16th January 1975, the first wave of four aircraft led by Wg Cdr KI Watson and with Sqn Ldr WD MacGillivary, Flt Lt GR Agnew and Flt Lt IGF Lord as captains of the other three aircraft, departed RAF Akrotiri for RAF Scampton. KI Watson’s aircraft carried the first conjoined 35 (“Skyhook”) marking on its tailplane. The squadron would be stationed at Scampton until its disbandment in 1982
ON THIS DAY (18/01)
On 18th January 1917, the squadron mobilised to France as a Corps Squadron, capable of providing medium and short distance aerial reconnaissance for one of the British Army Corps Commands.
The convoy of trucks, lorries and motorcycles left Narborough and travelled to St. André-aux-Bois (via Portsmouth, Le Havre and Rouen) arriving on 3rd February 1917.
The squadron’s three flights of Armstrong-Whitworth FK8 (18 aircraft) were flown out from Narborough on 25th January 1917 and after a short stay at the RFC holding camp at St Omer (26th January to 3rd February) they joined the squadron personnel at St André-aux-Bois.
ON THIS DAY (19/01)
A map of the March [Courtesy of Jamie Wilkinson (*)]
On 19th January 1945, the German Authorities started to evacuate prisoners of war from the various camps, as the Red Army approached.
Over the next few weeks and months, prisoners, including those from No. 35 Squadron, were forced to march long distances in extreme wintry conditions and with minimal rations.
Some squadron personnel lost their lives prior to repatriation, including AH Porter, who was killed when allied aircraft mistakenly attacked a POW column.
It should be remembered that those that did return carried the memories of their time on the March for the rest of their lives.
(*) The map was drawn by E Wilkinson and shows the route(s) he took whilst on the March
ON THIS DAY (30/01)
On 30th January 1943, Navigational Aid Y [H2S], a ground scanning radar system, was used for the first time by squadron aircraft on an operation to Hamburg
Flamingo Magazine
I was updating the website to include the Flamingo Magazine on the “Ephemera” page and was intrigued by the name of the author “Bellepheron”on the squadron’s Pegasus Page.
A quick search showed that this was not some form of RAF slang, but a hero in Greek mythology who rode a white Pegasus.
Join us on Facebook
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you
1. CWGC incorrectly shows Hugh William Evans as being on strength of the squadron at the time of his death. However, he was killed in the UK (Sopwith Pup B2171 at Central Flying School)
2. CWGC incorrectly shows John Watson McCash as being on strength of the squadron at the time of his death. However, he was killed in France (No 3 Squadron Sopwith Camel B2365)
1918
Anthony, Hubert Frank
Booker, Charles Stuart
Bowden, Norman
Brown, Jonathan Martin
Caddick, WG
Clarke, John
Claydon, Albert Gladstone
Colligan, R
Coward, John Batman
Fitzgerald, Roy James
Gilchrist, Archibald
Gitsham, James
Gregory, John Sheridan
Hepburn, Reginald Victor
Higgs, Lloyd Alfred
Hooper, Alfred James
Kearney, Edward Marshal Sidney
Peacock, Robert
Phillips, James Ewing
Richardson, Ernest James
Saunders, Ferdinand Ward
Shooter, John Harold
Sonnenberg, Melville Charles
Stewart, RMH
Summers, John William
Taylor, Thomas St Clair Gifford
Trubridge, Roland William
Uren, Courtney Arthur
Urwin, Thomas Alexander
Wadsworth, Leonard
Warren, Albert
Webster, George Alexander Malcolm
Williams, Alfred Edmund Gerrard
Wilson, Humphrey Hamilton
Wiltshire, Thomas Bernard
Witt, Charles Frederick
Young, James Hill
Notes:
1. CWGC incorrectly shows John Reginald Nickson as being on strength of the squadron at the time of his death, However, he was killed in the UK (Flying Accident with 35 Training Squadron)
2. CWGC incorrectly shows J Milward as being on strength of the squadron at the time of his death, However, he was killed in the UK (Flying Accident with 35 Training Squadron [DH6 C7253)
The Commonwealth War Graves Commission’s records show the following burial details:
ANTHONY, HUBERT FRANK, Air Mechanic 2nd Class, ST. PIERRE CEMETERY, AMIENS, Grave XIII. B. 2.
Note: No details regarding the circumstances have been found and there is nothing to confirm that he was on strength of No 35 Squadron at the time of his death
R Colligan died of wounds (to back, buttocks and abdomen) on 23rd October 1918.
The Commonwealth War Graves Commission’s records show the following burial details:
COLLIGAN R, Air Mechanic 2nd Class, QUIETISTE MILITARY CEMETERY, LE CATEAU Grave C. 12.
Note: No details regarding the circumstances have been found and there is nothing to confirm that he was on strength of No 35 Squadron at the time of his death
Thank you for your support in 2019; I wish you all the best for 2020
Review of 2019
It has been a busy year on the research front, with information being provided to relatives and friends of former 35 Squadron personnel and to various organisations and researchers.
There are nearly 1,400 pages of data on the website, which now includes summary details of all the WWII Crews.
I would like to thank all those who have shown an interest in the project, especially those that have sent photographs, documents or stories for inclusion on the site.
Obviously the most memorable event was in May this year, when the memorial stone (to remember all those that served with the squadron) was unveiled at the International Bomber Command Centre.
Once again, I would like to thank those who contributed towards the cost of the stone.
December’s “On this Day” Series
ON THIS DAY (18/12)
On 18th December 1936, the Squadron Badge was formally presented to the squadron by Air Chief Marshall Sir John M Steel at a parade at Worthy Down
Memorial Service
A memorial service was held at Great Paxton on 24th December 2019 to remember the crew of Lancaster PB366 who lost their lives on Christmas Eve 1944
As previously reported, the local history society are currently raising funds to ensure that a permanent memorial can be placed near to the crash site in Great Paxton.
The site can only be built with help from people like yourself who have an interest in the squadron
If you have any squadron related photographs or documents that could be included in the archive and/or published on the website, or if you have any corrections, comments or information, we would love to hear from you,
The Squadron’s Operations Record Book shows that JR Wood was the Captain of a 35 Squadron aircraft on the following sorties:
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
27/09/1943 Hanover
29/09/1943 Bochum
03/10/1943 Kassel
04/10/1943 Frankfurt (Crash Landed)
22/10/1943 Kassel
17/11/1943 Mannheim
18/11/1943 Mannheim
03/12/1943 Leipzig
20/12/1943 Frankfurt
29/12/1943 Berlin
02/01/1944 Berlin (Aborted)
05/01/1944 Stettin
27/01/1944 Heligoland
28/01/1944 Forget-me-not
30/01/1944 Berlin
15/02/1944 Berlin
19/02/1944 Leipzig
20/02/1944 Stuttgart
24/02/1944 Schweinfurt
25/02/1944 Augsburg
01/03/1944 Stuttgart
18/03/1944 Frankfurt
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that HA Williams was the Captain of a 35 Squadron aircraft on the following sorties:
10/10/1941 Essen
12/10/1941 Nuremberg (Crash Landed)
21/10/1941 Bremen
26/10/1941 Hamburg
31/10/1941 Hamburg
07/11/1941 Berlin
09/11/1941 Hamburg
11/12/1941 Cologne
18/12/1941 Brest
30/12/1941 Brest
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that GS Williams was the Captain of a 35 Squadron aircraft on the following sorties:
05/08/1941 Karlsruhe
07/08/1941 Essen
12/08/1941 Berlin
14/08/1941 Magdeburg
16/08/1941 Cologne
19/08/1941 Kiel
29/08/1941 Frankfurt
31/08/1941 Cologne
02/09/1941 Berlin
07/09/1941 Berlin
10/09/1941 Turin (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that RE Wilkes was the Captain of a 35 Squadron aircraft on the following sorties:
15/10/1942 Cologne
24/10/1942 Milan
06/11/1942 Gardening
08/11/1942 Gardening
09/11/1942 Hamburg
06/12/1942 Mannheim
08/12/1942 Turin
09/12/1942 Turin
11/12/1942 Turin
20/12/1942 Duisburg (Incident)
14/01/1943 Lorient
15/01/1943 Lorient
26/01/1943 Lorient
03/02/1943 Hamburg
04/02/1943 Turin
07/02/1943 Lorient
11/02/1943 Wilhelmshaven
13/02/1943 Lorient
18/02/1943 Wilhelmshaven
19/02/1943 Wilhelmshaven
27/03/1943 Berlin
29/03/1943 Berlin
02/04/1943 St.Nazaire
04/04/1943 Kiel
13/04/1943 Spezia
14/04/1943 Stuttgart (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that DSS Wilkerson was the Captain of a 35 Squadron aircraft on the following sorties:
10/10/1941 Essen
12/10/1941 Nuremberg
14/10/1941 Nuremberg
20/10/1941 Wilhelmshaven
22/10/1941 Mannheim (Incident)
26/10/1941 Hamburg
31/10/1941 Hamburg
25/11/1941 Brest
30/11/1941 Hamburg
18/12/1941 Brest
30/12/1941 Brest (Incident)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
David Scott Shearman Wilkerson
11
(2nd Pilot)
Douglas Rowley-Blake
1
Dudley Herman Reed
5
John Stanley Gearing
4
Leslie John Nelmes
1
(Observer)
Ian Hewitt
11
(WOP / AG)
Arthur Roy Kilminster
2
Charles Witcher
2
David Lionel Perry
8
Donald Edgar Rarity
4
Francis Montague Davis
2
John Stewart Morrison
1
Stanley Frank Hazleton
2
Walter Montague Gordon Wing
1
(Air Gunner)
Thomas Neville Sankey
8
George Barry Pennell
1
Richard Charles Rivaz
2
(Flight Engineer)
Donald Harrington Craig
8
Frank Stewart
3
Notes:
1. Having been posted from No. 58 Squadron in June 1941, he flew as 2nd Pilot (various crews) before being posted back to No 58 Squadron. He rejoined No. 35 Squadron in September 1941
2. He was posted out of the squadron in December 1941, but appears to have flown as the Captain of a 35 Squadron aircraft on 30th May and 1st June 1942 (presumably whilst he was on strength of No. 28 Conversion Flight) with the following crew:
The Squadron’s Operations Record Book shows that A Wilding was the Captain of a 35 Squadron aircraft on the following sorties:
03/03/1942 Billancourt
09/03/1942 Essen
13/03/1942 Cologne
30/03/1942 Battleship
27/04/1942 Battleship
28/04/1942 Battleship (Incident)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JNH Whitworth was the Captain of a 35 Squadron aircraft on the following sorties:
08/03/1942 Essen
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that LS White was the Captain of a 35 Squadron aircraft on the following sorties:
05/09/1943 Mannheim
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
23/09/1943 Mannheim
27/09/1943 Hanover
03/10/1943 Kassel
04/10/1943 Frankfurt
22/10/1943 Kassel
11/11/1943 Cannes
17/11/1943 Mannheim
18/11/1943 Mannheim
02/12/1943 Berlin
03/12/1943 Leipzig
20/12/1943 Frankfurt
23/12/1943 Berlin
29/12/1943 Berlin
02/01/1944 Berlin
05/01/1944 Stettin
20/01/1944 Berlin
21/01/1944 Magdeburg
27/01/1944 Heligoland
28/01/1944 Forget-me-not
15/02/1944 Berlin
19/02/1944 Leipzig
20/02/1944 Stuttgart
24/02/1944 Schweinfurt
25/02/1944 Augsburg
01/03/1944 Stuttgart
24/03/1944 Berlin
30/03/1944 Nuremberg
18/04/1944 Rouen
20/04/1944 Cologne
22/04/1944 Laon
24/04/1944 Karlsruhe
27/04/1944 Friedrichshafen
19/05/1944 Boulogne
22/05/1944 Dortmund
31/05/1944 Trappes
02/06/1944 Trappes
05/06/1944 Maisy
08/06/1944 Mayenne
11/06/1944 Paris
22/06/1944 Laon
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The following shows the serial numbers of aircraft that are known to have been on charge of the squadron, along with the period that it was on charge (where known):
The Squadron’s Operations Record Book shows that G Whitaker was the Captain of a 35 Squadron aircraft on the following sorties:
07/11/1941 Essen (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that LM Whetham was the Captain of a 35 Squadron aircraft on the following sorties:
20/12/1943 Frankfurt
29/12/1943 Berlin
20/01/1944 Berlin (Incident)
27/01/1944 Heligoland
28/01/1944 Berlin
15/02/1944 Berlin
20/02/1944 Stuttgart
24/02/1944 Schweinfurt
25/02/1944 Augsburg
18/03/1944 Frankfurt
22/03/1944 Frankfurt
24/03/1944 Berlin
20/04/1944 Cologne
30/04/1944 Acheres
07/05/1944 Nantes
08/05/1944 Haine-St.Pierre
10/05/1944 Lens
19/05/1944 Boulogne
22/05/1944 Dortmund
27/05/1944 Bourg Leopold
31/05/1944 Trappes
05/06/1944 Maisy
09/06/1944 Rennes
11/06/1944 Paris
12/06/1944 Arras
23/06/1944 Coubronne
25/06/1944 Montorgueil
04/07/1944 Villeneuve St.Georges
07/07/1944 Caen
11/07/1944 Gapennes
15/07/1944 Les Landes Vielles et Neuves
16/07/1944 St.Philibert-Ferme
18/07/1944 Wesseling
20/07/1944 Wizernes
24/07/1944 Stuttgart
28/07/1944 Stuttgart
05/08/1944 Acquet
07/08/1944 Normandy
11/08/1944 Douai
12/08/1944 Russelsheim
29/08/1944 Stettin
11/09/1944 Le Havre
12/09/1944 Frankfurt
20/09/1944 Calais
05/10/1944 Saarbrucken
23/10/1944 Essen
28/10/1944 Cologne
29/10/1944 Walcheren
30/10/1944 Cologne
01/11/1944 Oberhausen
02/11/1944 Dusseldorf
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that AHE Welch was the Captain of a 35 Squadron aircraft on the following sorties prior to cessation of hostilities in Europe:
05/06/1944 Longues
07/06/1944 Foret De Cerisy
08/06/1944 Fougeres
09/06/1944 Rennes
16/06/1944 Pas de Calais
02/07/1944 Oisemont/Neuville Au Bois
06/07/1944 Coquereaux
07/07/1944 Caen
10/07/1944 Nucourt
12/07/1944 Rollez
15/07/1944 Nucourt
16/07/1944 St.Philibert-Ferme
22/07/1944 L’Hey
23/07/1944 Foret-De-Croc (Daylight)
24/07/1944 Stuttgart
25/07/1944 Stuttgart
03/09/1944 Gilze Rijen
12/09/1944 Wanne-Eickel
13/09/1944 Osnabruck
20/09/1944 Calais
14/10/1944 Duisburg
15/10/1944 Wilhelmshaven
19/10/1944 Stuttgart
04/11/1944 Bochum
06/11/1944 Gelsenkirchen
27/11/1944 Neuss
29/11/1944 Dortmund
04/12/1944 Urft Dam
05/12/1944 Soest
12/12/1944 Essen
26/12/1944 St.Vith
27/12/1944 Rheydt
07/01/1945 Munich
14/01/1945 Merseburg/Leuna
16/01/1945 Magdeburg
28/01/1945 Stuttgart
01/02/1945 Mainz
02/02/1945 Wanne Eickel
07/02/1945 Goch
08/02/1945 Politz
13/02/1945 Dresden
14/02/1945 Chemnitz (2)
27/02/1945 Mainz
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Anthony Harold Ernest Welch
43
(Navigator)
Geoffrey Harold Vining Baker
1
Leslie Frank Miller
42
(Air Bomber)
Frederick William Tynus Cross
1
John Edward Hamblett
1
Victor Hugh Horner
40
Wilfred Marshall Buck
1
(Set Operator)
Bernard Chapman Brooker
1
Charles George Mitchell
1
Clayton Hugh Jack
2
John Leslie Vickery
17
Robert Black
1
(Wireless Operator)
George Frank Chance
42
William John Phillips
1
(Air Gunner)
William James Simpson
1
George Henry Parsons
43
Jack Richard Floyde
42
(Flight Engineer)
Archibald Hunter McCartney
43
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that JCK Webb was the Captain of a 35 Squadron aircraft on the following sorties:
18/03/1944 Frankfurt (Aborted)
22/03/1944 Frankfurt (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that PH Way was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
12/03/1945 Dortmund
13/03/1945 Gelsenkirchen
15/03/1945 Bottrop
18/03/1945 Witten
21/03/1945 Bruchstrasse
03/04/1945 Nordhausen
04/04/1945 Leuna
16/04/1945 Schwandorf
30/04/1945 Valkenburg (Operation Manna)
01/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Peter Hugh Way
10
(Navigator)
Geoffrey Harold Vining Baker
10
(Air Bomber)
John Edward Hamblett
10
(Set Operator)
Albert Roche
1
Peter Coggan
4
(Wireless Operator)
C McKinnon
9
Dennis Ernest Renvoize
1
(Air Gunner)
Ernest Kenwright
8
CM Carter
1
Eric Arthur Jones
1
G Owen
1
Jack Richard Floyde
4
Leslie Arthur Booth
3
Ronald Peters
2
(Flight Engineer)
Arthur Aked
4
George Brodie Sharpe
4
Robert Duncan Sampson
1
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that F Watson was the Captain of a 35 Squadron aircraft on the following sorties:
12/10/1944 Wanne-Eickel
14/10/1944 Duisburg
15/10/1944 Wilhelmshaven
02/11/1944 Dusseldorf
04/11/1944 Bochum
06/11/1944 Gelsenkirchen
27/11/1944 Freiburg
29/11/1944 Dortmund
04/12/1944 Urft Dam
05/12/1944 Soest
06/12/1944 Merseburg (Leuna)
15/12/1944 Ludwigshafen
17/12/1944 Ulm
22/12/1944 Koblenz
28/12/1944 Bonn
29/12/1944 Gelsenkirchen
02/01/1945 Ludwigshafen
05/01/1945 Hanover
06/01/1945 Hanau
07/01/1945 Munich
13/01/1945 Saarbrucken
14/01/1945 Merseburg/Leuna
16/01/1945 Zeitz
28/01/1945 Stuttgart
01/02/1945 Mainz
04/02/1945 Bonn
07/02/1945 Goch
08/02/1945 Politz
13/02/1945 Dresden
14/02/1945 Chemnitz (2)
20/02/1945 Dortmund
21/02/1945 Duisburg
23/02/1945 Essen
27/02/1945 Mainz
01/03/1945 Mannheim
05/03/1945 Chemnitz (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that DJ Watson was the Captain of a 35 Squadron aircraft on the following sorties:
21/11/1944 Wesel
29/11/1944 Dortmund
04/12/1944 Urft Dam
12/12/1944 Essen
15/12/1944 Ludwigshafen
24/12/1944 Cologne
28/12/1944 Bonn
02/01/1945 Ludwigshafen
05/01/1945 Hanover
07/01/1945 Munich
13/01/1945 Saarbrucken
14/01/1945 Merseburg/Leuna
16/01/1945 Magdeburg
01/02/1945 Mainz
02/02/1945 Wanne Eickel
04/02/1945 Bonn
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that RV Warren was the Captain of a 35 Squadron aircraft on the following sorties:
10/03/1941 Le Havre (Incident)
12/03/1941 Hamburg
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that ET Ware was the Captain of a 35 Squadron aircraft on the following sorties:
03/02/1943 Hamburg
04/02/1943 Turin
14/02/1943 Cologne
16/02/1943 Lorient
19/02/1943 Wilhelmshaven
21/02/1943 Bremen
25/02/1943 Nuremberg
22/03/1943 St.Nazaire
28/03/1943 St.Nazaire
04/04/1943 Kiel
12/05/1943 Duisburg
13/05/1943 Pilsen
23/05/1943 Dortmund
25/05/1943 Dusseldorf
29/05/1943 Wuppertal
21/06/1943 Krefeld
15/07/1943 Montbéliard
02/08/1943 Hamburg
09/08/1943 Mannheim
10/08/1943 Nuremberg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JS Walker was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
15/03/1945 Bottrop
24/03/1945 Gladbeck
25/03/1945 Osnabruck
27/03/1945 Paderborn
03/04/1945 Nordhausen
05/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that LG Turner was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
03/03/1945 Kamen
05/03/1945 Chemnitz
08/03/1945 Hamburg
11/03/1945 Essen (Daylight)
13/03/1945 Gelsenkirchen
18/03/1945 Witten
21/03/1945 Bruchstrasse
24/03/1945 Gladbeck
04/04/1945 Leuna
08/04/1945 Hamburg
09/04/1945 Kiel
30/04/1945 Valkenburg (Operation Manna)
01/05/1945 Ypenburg (Operation Manna)
08/05/1945 Brussels (Repatriation of POW)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Leslie George Turner
14
(Navigator)
Patrick Seumas McGowran
14
(Air Bomber)
JL Lewis
12
John Edward Hamblett
1
Victor Hugh Horner
1
(Set Operator)
Albert Roche
2
James Bartholomew Edwards
11
(Wireless Operator)
Dennis Ernest Renvoize
14
(Air Gunner)
Eric Arthur Jones
14
Ronald Peters
14
(Flight Engineer)
R Hartley
14
Possibly Turner Crew
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that JH Trethewy was the Captain of a 35 Squadron aircraft on the following sorties:
07/11/1941 Essen
09/11/1941 Hamburg
25/11/1941 Brest
30/11/1941 Hamburg
06/01/1942 Brest
08/01/1942 Brest
10/01/1942 Wilhelmshaven
12/02/1942 English Channel / North Sea
08/03/1942 Essen
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that FJ Taylor was the Captain of a 35 Squadron aircraft on the following sorties:
22/05/1942 St Nazaire
01/06/1942 Essen
02/06/1942 Essen
03/06/1942 Bremen
06/06/1942 Emden
08/06/1942 Essen
25/06/1942 Bremen
27/06/1942 Bremen
29/06/1942 Bremen
02/07/1942 Bremen
13/07/1942 Duisburg
19/07/1942 Vegesack
21/07/1942 Duisburg
23/07/1942 Duisburg
26/07/1942 Hamburg
29/07/1942 Saarbrucken
31/07/1942 Dusseldorf
03/08/1942 Hamburg
09/08/1942 Osnabruck
11/08/1942 Mainz
18/08/1942 Flensburg
24/08/1942 Frankfurt
28/08/1942 Nuremberg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JB Tait was the Captain of a 35 Squadron aircraft on the following sorties:
11/06/1941 Duisburg (Aborted)
15/06/1941 Hanover
30/06/1941 Kiel
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that W Surtees was the Captain of a 35 Squadron aircraft on the following sorties:
13/07/1943 Aachen
15/07/1943 Montbéliard
24/07/1943 Hamburg
27/07/1943 Hamburg
09/08/1943 Mannheim
10/08/1943 Nuremberg
12/08/1943 Turin
16/08/1943 Turin
23/08/1943 Berlin
27/08/1943 Nuremberg
31/08/1943 Berlin (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that FW Sturmey was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
11/03/1945 Essen (Daylight)
12/03/1945 Dortmund
13/03/1945 Gelsenkirchen
18/03/1945 Witten
21/03/1945 Bruchstrasse
24/03/1945 Gladbeck
03/04/1945 Nordhausen
16/04/1945 Schwandorf
22/04/1945 Bremen
01/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Frank William Sturmey
10
(Navigator)
Richard Langley Young
10
(Air Bomber)
George Binns
1
John Richmond Hulley
8
Peter James Leeves
1
(Set Operator)
Hugh Campbell Highet
3
(Wireless Operator)
Peter Charles Lord
10
(Air Gunner)
JF Buckley
10
Leslie Cyril Gilman
10
(Flight Engineer)
H Walsh
10
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that CS Stringer was the Captain of a 35 Squadron aircraft on the following sorties:
19/05/1942 St Nazaire
Prior to this, he had been 2nd Pilot (SD Jones Crew) on six sorties
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that KM Strange was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
22/04/1945 Bremen
25/04/1945 Wangerooge Island
07/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that W Still was the Captain of a 35 Squadron aircraft on the following sorties:
22/09/1943 Hanover
23/09/1943 Mannheim
27/09/1943 Hanover
29/09/1943 Bochum
03/10/1943 Kassel
08/10/1943 Bremen
22/10/1943 Kassel
17/11/1943 Mannheim
18/11/1943 Mannheim
25/11/1943 Frankfurt
20/12/1943 Frankfurt
29/12/1943 Berlin
14/01/1944 Special target
20/01/1944 Berlin
27/01/1944 Heligoland
28/01/1944 Berlin
25/02/1944 Augsburg
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that BN Stephenson was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
01/03/1945 Mannheim
03/03/1945 Kamen
07/03/1945 Dessau
08/03/1945 Hamburg
11/03/1945 Essen (Daylight)
13/03/1945 Gelsenkirchen
18/03/1945 Witten
24/03/1945 Gladbeck
25/03/1945 Osnabruck
27/03/1945 Paderborn
03/04/1945 Nordhausen
08/04/1945 Hamburg
09/04/1945 Kiel
10/04/1945 Plauen
22/04/1945 Bremen
07/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Basil Noel Stephenson
16
(Navigator)
John Edmond Woods
16
(Air Bomber)
Denis Camber John
15
(Set Operator)
Basil John Studd
16
(Wireless Operator)
Paul Herbert Lambert
16
(Air Gunner)
Eric Arthur George Simpson
16
Frank Peter Chiltern Saunders
16
(Flight Engineer)
Robert Duncan Sampson
16
PH Lambert
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that R Spooner was the Captain of a 35 Squadron aircraft on the following sorties:
13/07/1943 Aachen
15/07/1943 Montbéliard
24/07/1943 Hamburg
25/07/1943 Essen
27/07/1943 Hamburg
29/07/1943 Hamburg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that CC Spencer was the Captain of a 35 Squadron aircraft on the following sorties:
10/04/1942 Essen
12/04/1942 Essen
16/04/1942 L’Orient
04/05/1942 Stuttgart
06/05/1942 Stuttgart
08/05/1942 Warnemunde
19/05/1942 Mannheim
30/05/1942 Cologne
01/06/1942 Essen
03/06/1942 Bremen
06/06/1942 Emden
08/06/1942 Essen
16/06/1942 Essen
19/06/1942 Emden
20/06/1942 Emden
22/06/1942 Emden
25/06/1942 Bremen
27/06/1942 Bremen
29/06/1942 Bremen
02/07/1942 Bremen
08/07/1942 Wilhelmshaven
21/07/1942 Duisburg
25/07/1942 Duisburg
26/07/1942 Hamburg
29/07/1942 Saarbrucken
31/07/1942 Dusseldorf (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that E Solomon was the Captain of a 35 Squadron aircraft on the following sorties:
03/07/1943 Cologne
09/07/1943 Gelsenkirchen (Incident)
24/07/1943 Hamburg
25/07/1943 Essen
27/07/1943 Hamburg
29/07/1943 Hamburg
30/07/1943 Remscheid
02/08/1943 Hamburg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that PH Smith was the Captain of a 35 Squadron aircraft on the following sorties:
21/07/1942 Paris
25/07/1942 Paris
26/07/1942 Hamburg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JW Smith was the Captain of a 35 Squadron aircraft on the following sorties:
25/07/1942 Paris
26/07/1942 Hamburg
29/07/1942 Saarbrucken
31/07/1942 Dusseldorf
05/08/1942 Paris
06/08/1942 Duisburg
09/08/1942 Osnabruck
11/08/1942 Mainz
18/08/1942 Flensburg (Failed to Return)
Note: JW Smith also flew 3 operational sorties as 2nd Pilot (SD Jones Crew) on 25th June, 29th June and 8th July 1942
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JA Smith was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
08/05/1945 Brussels (Repatriation of POW)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
James Arthur Smith
1
(Navigator)
Richard Harold Howell
1
(Air Bomber)
Kenneth Allerston
1
(Wireless Operator)
Thomas Henry Matthews
1
(Air Gunner)
Robert White
1
Squire Nuttall
1
(Flight Engineer)
Andrew Jenkinson Dick
1
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that CR Skerrett was the Captain of a 35 Squadron aircraft on the following sorties:
24/07/1943 Hamburg
25/07/1943 Essen
27/07/1943 Hamburg
29/07/1943 Hamburg
02/08/1943 Hamburg
16/08/1943 Turin
17/08/1943 Peenemunde
23/08/1943 Berlin
27/08/1943 Nuremberg (Incident)
31/08/1943 Berlin
05/09/1943 Mannheim
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that ET Sinclair was the Captain of a 35 Squadron aircraft on the following sorties, prior to the cessation of hostilities in Europe:
21/02/1945 Duisburg
23/02/1945 Essen
24/02/1945 Kamen
05/03/1945 Chemnitz
07/03/1945 Dessau
08/03/1945 Hamburg
11/03/1945 Essen (Daylight)
12/03/1945 Dortmund
15/03/1945 Misburg
18/03/1945 Witten
27/03/1945 Paderborn
03/04/1945 Nordhausen
04/04/1945 Leuna
08/04/1945 Hamburg
09/04/1945 Kiel
14/04/1945 Potsdam
16/04/1945 Schwandorf
18/04/1945 Heligoland
02/05/1945 Ypenburg (Operation Manna)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Eric Thomson Sinclair
19
(Navigator)
Stanley Ralph Gillmar
18
William John Bentley
1
(Air Bomber)
George Edward Furnell
19
(Wireless Operator)
Peter Norman Duncan Skingley
19
(Air Gunner)
Peter Noel Howdle
19
Raymond Beech
19
(Flight Engineer)
John Kenneth Kershaw
19
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that H Shippam was the Captain of a 35 Squadron aircraft on the following sorties:
29/12/1943 Berlin
28/01/1944 Berlin
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Frederick Shippam
2
(Navigator)
Leslie Roberts
2
(Air Bomber)
Albert Clement Michael Taylor
2
(Wireless Operator)
Wilfred Roland Horner
2
(Air Gunner)
Alfred Harold Wood
1
George William Buttrick
1
JF Storms
1
Robert Pickles
1
(Flight Engineer)
Walter Stanley Mountford
2
Extract from WR Horner’s Flying Log Book (January 1944) [ Courtesy of Roger Ward]
The Squadron’s Operations Record Book shows that WS Sherk was the Captain of a 35 Squadron aircraft on the following sorties:
08/03/1943 Nuremberg
09/03/1943 Munich
11/03/1943 Stuttgart
10/04/1943 Frankfurt
13/04/1943 Spezia
16/04/1943 Mannheim
18/04/1943 Spezia
20/04/1943 Stettin (Incident)
26/04/1943 Duisburg
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that IJ Scott was the Captain of a 35 Squadron aircraft on the following sorties:
05/09/1943 Mannheim
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
23/09/1943 Mannheim
29/09/1943 Bochum
03/10/1943 Kassel
04/10/1943 Frankfurt
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that EW Saywell was the Captain of a 35 Squadron aircraft on the following sorties:
13/07/1943 Aachen (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that KF Saunders was the Captain of a 35 Squadron aircraft on the following sorties:
11/08/1942 Le Havre (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that AR Sarjent was the Captain of a 35 Squadron aircraft on the following sorties:
12/05/1943 Duisburg
13/05/1943 Bochum
23/05/1943 Dortmund
25/05/1943 Dusseldorf
27/05/1943 Essen
29/05/1943 Wuppertal (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that DJ Sale was the Captain of a 35 Squadron aircraft on the following sorties:
03/02/1943 Hamburg
04/02/1943 Turin
07/02/1943 Lorient
13/02/1943 Lorient
16/02/1943 Lorient
18/02/1943 Wilhelmshaven
28/02/1943 St.Nazaire
03/03/1943 Hamburg
05/03/1943 Essen
09/03/1943 Munich
11/03/1943 Stuttgart
12/03/1943 Essen
22/03/1943 St.Nazaire
27/03/1943 Berlin
28/03/1943 St.Nazaire
29/03/1943 Berlin
08/04/1943 Duisburg
16/04/1943 Pilsen
20/04/1943 Stettin
12/05/1943 Duisburg (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Douglas Julian Sale
20
(Navigator)
Geoffrey Edward Heard
20
(Air Bomber)
Rupert Claude Sawyer
20
(Wireless Operator)
H Spence
1
Samuel Angus Moores
18
(Air Gunner)
William James Simpson
1
Albert Ephraim Bird
1
David John Richards
17
Ross Oliver Elford
20
(Flight Engineer)
Clarence Washington Rowley
9
George Henry Cross
11
Having survived the crash on 12th May 1943, he evaded capture and returned to the UK, rejoining the squadron in September 1943.
The Squadron’s Operations Record Book shows that he was the Captain of a 35 Squadron aircraft on the following sorties:
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
23/09/1943 Mannheim
27/09/1943 Hanover
03/10/1943 Kassel
04/10/1943 Frankfurt
22/10/1943 Kassel
11/11/1943 Cannes
17/11/1943 Mannheim
18/11/1943 Mannheim
22/11/1943 Berlin
25/11/1943 Frankfurt
26/11/1943 Stuttgart
20/12/1943 Frankfurt (Crash Landed)
29/12/1943 Berlin
05/01/1944 Stettin
14/01/1944 Brunswick
15/02/1944 Berlin
19/02/1944 Leipzig (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Douglas Julian Sale
20
(2nd Dickie)
Leonard Mountstephen Whetham
3
William Cooke Dallin
2
(Navigator)
Alan James Dowling
15
Gordon Henry Francis Carter
5
(Air Bomber)
Boris Oleh Bodnar
12
Eric Harold Bagnald
1
Geoffrey Rhodes Whitten
1
Gordon Henry Francis Carter
7
(Wireless Operator)
Harold John Rogers
4
Marcus Rees
16
(Air Gunner)
Derek Robinson Tulloch
1
George Waller Dickenson
12
John Dixon Atkinson
1
Kenneth Knight
2
Norman Francis Williams
2
Robert Lionel Lamb
18
William Hugo McCormick
2
George Carpenter
2
(Flight Engineer)
George Henry Cross
20
Sale Crew and Ground Crew (Date / Crew Members not known)
The Squadron’s Operations Record Book shows that T Rowe was the Captain of a 35 Squadron aircraft on the following sorties:
18/11/1943 Mannheim
19/11/1943 Leverkusen
22/11/1943 Berlin
25/11/1943 Frankfurt
03/12/1943 Leipzig
23/12/1943 Berlin
29/12/1943 Berlin
02/01/1944 Berlin
05/01/1944 Stettin
21/01/1944 Magdeburg
27/01/1944 Heligoland
28/01/1944 Berlin
30/01/1944 Berlin
15/02/1944 Berlin
20/02/1944 Stuttgart
24/02/1944 Schweinfurt
25/02/1944 Augsburg
22/03/1944 Frankfurt (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that TC Roux was the Captain of a 35 Squadron aircraft on the following sorties:
06/11/1942 Gardening
08/11/1942 Gardening
28/11/1942 Turin
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that AM Ross was the Captain of a 35 Squadron aircraft on the following sorties:
14/01/1944 Special target
27/01/1944 Heligoland
15/02/1944 Gardening
24/02/1944 Schweinfurt
25/02/1944 Augsburg
01/03/1944 Stuttgart
15/03/1944 Stuttgart
18/03/1944 Frankfurt
Note: AM Ross also flew one other sortie as 2nd Dickie (DB Everett Crew) on 5th January 1944
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that JR Roe was the Captain of a 35 Squadron aircraft on the following sorties:
07/01/1942 St Nazaire
08/01/1942 Brest
10/01/1942 Wilhelmshaven
03/03/1942 Billancourt
13/03/1942 Cologne
30/03/1942 Battleship
08/04/1942 Hamburg
27/04/1942 Battleship
28/04/1942 Battleship (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that TDI Robison was the Captain of a 35 Squadron aircraft on the following sorties:
11/06/1941 Duisburg
12/06/1941 Huls (Incident)
15/06/1941 Hanover
26/06/1941 Kiel
30/06/1941 Kiel (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that PB Robinson was the Captain of a 35 Squadron aircraft on the following sorties:
29/09/1941 Hamburg
02/10/1941 Brest
10/10/1941 Essen
12/10/1941 Nuremberg (Incident)
14/10/1941 Nuremberg
20/10/1941 Wilhelmshaven
22/10/1941 Mannheim
31/10/1941 Hamburg (Incident)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that BV Robinson (Commanding Officer, No 35 Squadron) was the Captain of a 35 Squadron aircraft on the following sorties:
16/08/1941 Cologne
28/08/1941 Duisburg
19/09/1941 Stettin
26/10/1941 Hamburg
18/12/1941 Brest (Ditched in Sea)
30/12/1941 Brest
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Basil Vernon Robinson
6
(2nd Pilot)
Cecil Edgar Robertson Parsons
2
Cyril Charles Spencer
1
Glenn Powell Gardiner
1
Harry R Larson
2
(Observer)
William Abbotson Tetley
1
Alfred Abels
4
(Possibly) Jack Dunthorne Laurie Hall
1
(WOP / AG)
– Elcoate
1
Albert Edward Connor
1
Herbert Reginald Higgins
1
JI Robinson
2
Moses Lewis Usher
1
Norman Henry Hood
3
RW Long
1
Walter Harold Mennell
2
(Air Gunner)
– Hill
1
Mark Anthony Sachs
2
Richard Charles Rivaz
2
William Russell Parr
1
(Flight Engineer)
Frederick Esmond Perry Burtonshaw
1
John Norman Hindle
1
(Possibly) Noel Grimoldby
2
Stanley Langford Conway Watt
2
BV Robinson (September 1941)
He was posted out of the squadron (to 19 OTU) in January 1942, returning as Commanding Officer in September 1942
The Squadron’s Operations Record Book shows that he was the Captain of a 35 Squadron aircraft on the following sorties:
24/10/1942 Milan
09/11/1942 Hamburg
18/11/1942 Turin (Incident)
02/12/1942 Frankfurt
03/02/1943 Hamburg
04/02/1943 Turin
22/03/1943 St.Nazaire
29/03/1943 Berlin
10/04/1943 Frankfurt
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Basil Vernon Robinson
9
(2nd Dickie)
William Henry Hickson
1
(Navigator)
Dudley Peter David Archer
2
Elmer Harold Anthony
3
Gordon Henry Francis Carter
1
John Baker
1
Nathaniel Halliday
1
Terence Gordon O’Shaughnessy
1
(Air Bomber)
Kenneth Drew Rome
1
Alfred Edward Ralph Bexton
2
Carl Edward Sorsdahl
1
Joseph Gilbert Middlemass
1
Richard Martin
1
Stanley Alfred Miller
3
(Wireless Operator)
Harry James Leonard Peto
1
Allan Roland Ball
2
Edward Roland Turenne
1
Edward Whitter
1
Francis Edward Solway
1
Herbert Alfred William Jolly
1
(Air Gunner)
Edwin Francis Butler
1
George Carpenter
1
Jack Reginald Ely
1
James Russell Griffin
3
John Meredith Fryer
1
John Napoleon Barry
1
John Thomas Stanton
1
Joseph Francis Dowsing
1
Lloyd George Lawson
3
Thomas Musselbrook Bruce
1
William Joseph Freeman
1
William Scott Minto Edmondston
3
(Flight Engineer)
Edmund Ernest Stocker
2
Daniel Christie Young
1
Donald Harrington Craig
2
George Richard Bradley
2
James Ellis Jones
1
William Potter
1
In May 1943, he was posted out to RAF Graveley but flew with the squadron in his capacity as Station Commander (RAF Graveley) on 15/07/1943 and on 23/08/1943, when he failed to return (*)
The Squadron’s Operations Record Book shows that RB Roache was the Captain of a 35 Squadron aircraft on the following sorties:
05/09/1943 Mannheim
08/09/1943 Special target 1st phase
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
23/09/1943 Mannheim
03/10/1943 Kassel
04/10/1943 Frankfurt
22/10/1943 Kassel
18/11/1943 Mannheim
19/11/1943 Leverkusen
02/12/1943 Berlin
20/12/1943 Frankfurt
21/01/1944 Magdeburg
27/01/1944 Heligoland
28/01/1944 Berlin
30/01/1944 Berlin
15/02/1944 Berlin
15/03/1944 Stuttgart
18/03/1944 Frankfurt
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that EJ Rigby was the Captain of a 35 Squadron aircraft on the following sorties:
15/12/1944 Ludwigshafen
23/12/1944 Cologne (Incident)
27/12/1944 Rheydt
28/12/1944 Bonn
29/12/1944 Gelsenkirchen
02/01/1945 Ludwigshafen
05/01/1945 Hanover
06/01/1945 Hanau
07/01/1945 Munich
22/01/1945 Gelsenkirchen
01/02/1945 Mainz
04/02/1945 Bonn
07/02/1945 Goch
23/02/1945 Essen
27/02/1945 Mainz
01/03/1945 Mannheim
05/03/1945 Chemnitz
07/03/1945 Hemmingstedt
08/03/1945 Hamburg
20/03/1945 Heide
27/03/1945 Paderborn
04/04/1945 Leuna
09/04/1945 Kiel
10/04/1945 Plauen
14/04/1945 Potsdam
16/04/1945 Schwandorf
18/04/1945 Heligoland
25/04/1945 Wangerooge Island
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Edgell Jason Rigby
28
(Navigator)
Colin John Alfred Ramsey
27
Richard Harold Howell
1
(Air Bomber)
Samuel Rene Green
1
George Binns
1
Harry Breeze
25
John Lancaster
1
(Wireless Operator)
Ernest Clifford Leslie Coombs
24
Thomas Henry Matthews
2
William John Phillips
2
(Air Gunner)
Charles Wilce
1
CL Carter
1
F / RF Dickinson
10
George L Barr
1
Robert White
15
Roy Frank Cooper
27
Squire Nuttall
1
(Flight Engineer)
Andrew Jenkinson Dick
1
Douglas John Varney
23
George Brodie Sharpe
1
George Mason Titchmarsh
1
Ian Keith McGregor
1
Raymond Marcel Hallett
1
Extract from Harry Breezes Flying Log Book (January 1945)
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that JRA Richards was the Captain of a 35 Squadron aircraft on the following sorties, prior to cessation of hostilities in Europe:
22/04/1945 Bremen
25/04/1945 Wangerooge Island
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
John Robert Arthur Richards
2
(Navigator)
WA Gaskell
2
(Air Bomber)
W Davidson
2
(Wireless Operator)
WH Ward
2
(Air Gunner)
AT Riley
1
CM Carter
1
G Owen
2
(Flight Engineer)
EW Rose
2
It is known that some (or all) of these airmen continued to fly operationally with the squadron during the post war clean up, which included repatriation of POW and service personnel, Cooks Tours, testing of German radar and disposal of surplus incendiaries. However, the squadron’s record book only provides a summary of these activities and does not list the individual captains and crews that took part in these sorties.
The Squadron’s Operations Record Book shows that KH Reynolds was the Captain of a 35 Squadron aircraft on the following sorties:
21/07/1942 Paris
25/07/1942 Paris
26/07/1942 Hamburg
29/07/1942 Saarbrucken
31/07/1942 Dusseldorf
06/08/1942 Duisburg
09/08/1942 Osnabruck
11/08/1942 Mainz
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that GN Reeve was the Captain of a 35 Squadron aircraft on the following sorties:
25/06/1942 Bremen
27/06/1942 Chartres
29/06/1942 Paris
02/07/1942 Bremen
08/07/1942 Wilhelmshaven
13/07/1942 Duisburg
19/07/1942 Vegesack
21/07/1942 Duisburg
23/07/1942 Duisburg
25/07/1942 Duisburg
26/07/1942 Hamburg
29/07/1942 Saarbrucken
31/07/1942 Dusseldorf
03/08/1942 Hamburg
04/08/1942 Essen
06/08/1942 Duisburg
11/08/1942 Mainz
18/08/1942 Flensburg
24/08/1942 Frankfurt
28/08/1942 Nuremberg
13/09/1942 Bremen
14/09/1942 Wilhelmshaven
19/09/1942 Saarbrucken
05/10/1942 Aachen
13/10/1942 Kiel
15/10/1942 Cologne
24/10/1942 Milan
09/11/1942 Hamburg
18/11/1942 Turin
20/12/1942 Duisburg (Incident)
14/01/1943 Lorient
15/01/1943 Lorient
16/01/1943 Berlin
23/01/1943 Lorient
07/02/1943 Lorient
11/02/1943 Wilhelmshaven
13/02/1943 Lorient
18/02/1943 Wilhelmshaven
25/02/1943 Nuremberg
26/02/1943 Cologne
28/02/1943 St.Nazaire
01/03/1943 Berlin
05/03/1943 Essen
08/03/1943 Nuremberg
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that OW Rees was the Captain of a 35 Squadron aircraft on the following sorties:
05/10/1942 Aachen
13/10/1942 Kiel (Incident)
15/10/1942 Cologne (Incident)
06/11/1942 Gardening
08/11/1942 Gardening
09/11/1942 Hamburg
20/11/1942 Turin
22/11/1942 Stuttgart
28/11/1942 Turin
02/12/1942 Frankfurt
06/12/1942 Mannheim
08/12/1942 Turin
09/12/1942 Turin
30/01/1943 Hamburg
02/02/1943 Cologne
03/02/1943 Hamburg
04/02/1943 Turin
11/02/1943 Wilhelmshaven
18/02/1943 Wilhelmshaven
19/02/1943 Wilhelmshaven
25/02/1943 Nuremberg
26/02/1943 Cologne
01/03/1943 Berlin
03/03/1943 Hamburg
27/03/1943 Berlin
29/03/1943 Berlin (Incident)
04/04/1943 Kiel
10/04/1943 Frankfurt
14/04/1943 Stuttgart
Extract from OW Rees’ Flying Log Book [Courtesy of Andy Rees]
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Oscar William Rees
29
(Navigator)
Herbert Brian Felix Lymna
25
Ronald George Hands
4
(Air Bomber)
– Glasspool
1
Edgar Leonard Killip
1
Michael Charles Xavier Mack
1
PA Taylor
6
Ronald George Hands
1
Vernon Reginald Matthews
19
(Wireless Operator)
Arthur Denby Barker
24
Hector Alfred Jamieson
1
Henry Randolph McMahon Stroud
3
Marcus Rees
1
(Air Gunner)
Andrew Walt Cowan
1
Charles Frederick Andrew
2
GF Calver
1
Ivor Corfield
22
John Napoleon Barry
1
Leonard Jesse North
12
Michael Thomas Byrne
3
RW Foreman
3
Thomas Henry Navin Emerson
6
William Austin McMullan
1
William Gordon Leslie Brown
3
William Joseph Freeman
3
(Flight Engineer)
George Henry Cross
5
John Maurice Mitchell
24
REES CREW Lymna, Corfield, Barker, Rees, Mitchell, North, Matthews [Courtesy of Andy Rees]
The Squadron’s Operations Record Book shows that DH Reed was the Captain of a 35 Squadron aircraft on the following sorties:
10/04/1942 Essen
12/04/1942 Essen
16/04/1942 L’Orient
08/05/1942 Warnemunde
19/05/1942 Mannheim (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that PR Raggett was the Captain of a 35 Squadron aircraft on the following sorties:
28/06/1943 Cologne
03/07/1943 Cologne
09/07/1943 Gelsenkirchen
15/07/1943 Montbéliard
24/07/1943 Hamburg
27/07/1943 Hamburg
29/07/1943 Hamburg
30/07/1943 Remscheid
02/08/1943 Hamburg
10/08/1943 Nuremberg
12/08/1943 Turin
17/08/1943 Peenemunde (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that RGW Plutte was the Captain of a 35 Squadron aircraft on the following sorties:
11/06/1943 Munster
12/06/1943 Bochum
19/06/1943 Le Creusot
21/06/1943 Krefeld (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that CC Price was the Captain of a 35 Squadron aircraft on the following sorties:
15/09/1943 Montlucon
16/09/1943 Modane
22/09/1943 Hanover
23/09/1943 Mannheim
27/09/1943 Hanover
29/09/1943 Bochum
11/11/1943 Cannes
17/11/1943 Mannheim
18/11/1943 Mannheim
25/11/1943 Frankfurt
26/11/1943 Stuttgart
02/12/1943 Berlin
03/12/1943 Leipzig
29/12/1943 Berlin
24/03/1944 Berlin
26/03/1944 Essen
30/03/1944 Nuremberg
10/04/1944 Laon
11/04/1944 Aachen
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that MRM Pooles was the Captain of a 35 Squadron aircraft on the following sorties:
07/12/1941 Aachen
11/12/1941 Cologne
18/12/1941 Brest
30/12/1941 Brest
08/03/1942 Essen
13/03/1942 Cologne
30/03/1942 Battleship
08/04/1942 Hamburg
27/04/1942 Battleship (Failed to Return)
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
(Pilot)
Michael Reginald Mark Pooles
9
(2nd Pilot)
– Bird
5
Donald Philip MacIntyre
3
(Observer)
Gerard John Peter Henry
9
(WOP / AG)
Allan Wilstrop
4
Donald Edgar Rarity
9
John Ryland Jones
4
Joseph Pierre Gaston Blanchet
1
(Air Gunner)
Frank William Gosnell Hill
1
G Lowe
7
Maurice Cohen [aka Cowan]
1
(Flight Engineer)
Dennis Sidney Hunt
4
Hubert Allan Booth
5
POOLES CREW Believed to be: Henry, MacIntyre, Lowe, Pooles, Rarity, Hunt, Jones [Courtesy of Chris Tasker]
The Squadron’s Operations Record Book shows that RWC Poley was the Captain of a 35 Squadron aircraft on the following sorties:
12/12/1944 Essen
15/12/1944 Ludwigshafen
23/12/1944 Cologne (Incident)
28/12/1944 Bonn
29/12/1944 Gelsenkirchen
06/01/1945 Hanau
22/01/1945 Gelsenkirchen
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
The Squadron’s Operations Record Book shows that RGW Plutte was the Captain of a 35 Squadron aircraft on the following sorties:
10/09/1942 Dusseldorf
14/09/1942 Wilhelmshaven
19/09/1942 Saarbrucken
05/10/1942 Aachen
13/10/1942 Kiel
15/10/1942 Cologne
24/10/1942 Milan
02/12/1942 Frankfurt
08/12/1942 Turin
14/01/1943 Lorient
15/01/1943 Lorient
16/01/1943 Berlin
23/01/1943 Lorient
26/01/1943 Lorient
03/02/1943 Hamburg
19/02/1943 Wilhelmshaven
21/02/1943 Bremen
25/02/1943 Nuremberg
26/02/1943 Cologne
28/02/1943 St.Nazaire
08/03/1943 Nuremberg
02/04/1943 St.Nazaire
04/04/1943 Kiel
08/04/1943 Duisburg
The following shows the composition of his crew on the sorties where he was Captain of a 35 Squadron aircraft, along with the number of sorties undertaken by each airman as part of his crew (as recorded in the squadron’s Operations Record Book). It should be noted that some of these sorties may have been aborted and therefore would not have counted for the purposes of their “Operational Tour”. Details of all flights (including training flights) will be recorded in their Flying Log Books:
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No. 35 Squadron