Avro Vulcan (Coningsby / Cottesmore)

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:

XH443 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)

XH425 XH426 XH555 XH556 XH562 XH563 XJ780 XJ781 XJ783 XJ823 XJ824 XJ825 XL385 XL386 XL388 XL390 XM599 XM600 XM604

Aircraft losses and incidents (if any) were as follows:

1964 (from own establishment and then from Coningsby / Cottesmore Pool)

Aircraft initially on charge of the squadron but subsequently included in the Coningsby Pool were: XJ823 XJ825 XM599 XM600 XM604

XM604 [Air-Britain-aircraft-copy-slide-Vulcan-B-2-XM604-RAF-35-Squadron]

Aircraft available from the Coningsby Pool (and/or Cottesmore Pool from November 1964) were: XJ823 XJ824 XJ825 XM597 XM598 XM599 XM600 XM601 XM602 XM603 XM604 XM605 XM606 XM607 XM608 XM609 XM610 XM611 XM612 XM645 XM646 XM647 XM648 XM649 XM650 XM651 XM652 XM653 XM654 XM655 XM656

XM607 RAF Luqa 1964
[With kind permission of Jim Simpson]

Aircraft losses and incidents (if any) were as follows:

1965 (from Cottesmore Pool)

Aircraft available from the Cottesmore Pool were: XH536 XH557 XH560 XH562 XJ825 XM597 XM598 XM599 XM600 XM602 XM603 XM604 XM605 XM606 XM607 XM608 XM609 XM610 XM611 XM612 XM645 XM646 XM647 XM648 XM649 XM650 XM651 XM652 XM653 XM654 XM655 XM656 XM657

XM645 at Coningsby 1965

[Courtesy of Doug Charnley (original photographer not known)]

Aircraft losses and incidents (if any) were as follows:

1966 (from Cottesmore Pool)

Aircraft available from the Cottesmore Pool were: XH536 XH557 XH560 XJ825 XM597 XM598 XM599 XM600 XM602 XM603 XM604 XM605 XM607 XM608 XM609 XM610 XM611 XM612 XM645 XM646 XM647 XM648 XM649 XM650 XM651 XM652 XM653 XM654 XM655 XM656 XM657

Aircraft losses and incidents (if any) were as follows:

1967 (from Cottesmore Pool)

Aircraft available from the Cottesmore Pool were: XH560 XM571 XM597 XM598 XM599 XM600 XM602 XM603 XM604 XM605 XM607 XM608 XM609 XM610 XM611 XM612 XM645 XM646 XM647 XM648 XM649 XM650 XM651 XM652 XM653 XM654 XM655 XM656 XM657

Aircraft losses and incidents (if any) were as follows:

1968 (from Cottesmore Pool)

Aircraft available from the Cottesmore Pool were: XH560 XH561 XH562 XJ780 XJ781 XJ782 XJ783 XJ785 XJ823 XJ824 XJ825 XL391 XL445 XM569 XM570 XM571 XM572 XM597 XM598 XM600 XM602 XM603 XM604 XM605 XM606 XM607 XM608 XM609 XM610 XM611 XM646 XM647 XM651 XM653 XM654 XM655 XM657

Aircraft losses and incidents (if any) were as follows:

Avro Vulcan (Akrotiri)

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:



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:


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:


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:


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:


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:


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:

Avro Vulcan (Scampton)

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 (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]

[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

XL359 (date unknown)
[Source: VulcantotheSky]

Aircraft losses and incidents (if any) were as follows:

Avro Vulcan (Colour Schemes)

Vulcan Profile (High)

Avro Vulcan B.2 Profile (High Level Markings) © Malcolm Barrass

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

Avro Vulcan Profile (Low Level Markings) © Malcolm Barrass

Avro Vulcan (Crew Positions)

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.

Life on the squadron (1957 to 1958)

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.

[Courtesy of John Kirk, 35 Squadron Upwood]

Ordnance Descriptions


The following is a list of abbreviations used in describing ordnance utilised by No. 35 Squadron:

  • C/P: Cluster Projectiles
  • GP: General Purpose
  • HC: High Capacity
  • MC: Medium Capacity
  • TI: Target Indicator

Victory Day Flypast

Extracts from the Squadron’s Record Book

28th May 1946

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.

Captains and Aircraft

Photo Gallery

Flypasts over Holland

Extracts from the Squadron’s Record Book

18th April 1946

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

Photographs courtesy of Michael Bullen

Operation Lancaster (Goodwill Tour)


On 27th May 1946 it was announced that the squadron would take part in a goodwill visit to the USA during July and August 1946.

The briefing included the following:

“The RAF has accepted an invitation from the United States Army Air Force to send No 35 Squadron of RAF Bomber Command to visit the USA to take part in Air Forces Day on August 1st. The officer in charge of the operation will be Group Captain Collard, Station Commander of Graveley and the squadron will be commanded by Wing Commander Craig.

The Lancaster’s will leave Graveley during the first week in July and will fly in flights of four to New York. The route will be via St Mawgan (Cornwall), Lagens (Azores) and Gander (Newfoundland). Ground crews will travel by air in York aircraft.

No 35 Squadron was operational during the greater part of the war and will be the only heavy bomber squadron to take part in the RAF massed flypast over London on Victory Day on June 8th”

Tour Itinerary

The itinerary for the tour was as follows:

  • RAF Graveley
  • St Mawgan
  • Lagens, Azores
  • Gander, Newfoundland
  • Mitchel Field, New York
  • Scott Field, St Louis
  • Lowry Field, Denver
  • Long Beach Field, California
  • Kelly Field, San Antonio
  • Andrews Field, Washington
  • Westover Field, Boston
  • Mitchel Field, New York
  • Gander
  • Lagens, Azores
  • St Mawgan
  • RAF Graveley

Preparations / Training (28th May to 3rd July 1946)

Over the next few months, squadron training focused on formation flying and a number of  displays / flypasts were carried out at various events in the lead up to the tour

The following information has been extracted from the squadron’s Operations Record Book, with photographs taken from various sources

3rd July 1946

The squadron was today honoured by a visit from the Commander-in-Chief, Bomber Command, Air Marshal Sir Norman Bottomley. He was accompanied by Air Vice Marshal ES Goodwin (Air Officer in charge of Administration, Bomber Command) and was met on his arrival at RAF Station Graveley, by Air Commodore Hesketh (Air Officer Commanding No 3 Group), Group Captain Collard (Officer Commanding No 35 Squadron Detachment) and Wing Commander Matthews (Headquarters, No 3 Group). The Commander-in-Chief arrived at 10.00 hours.

On leaving his Dakota aircraft, he inspected a guard of honour en-route to No 1 Hangar. The squadron detachment was drawn up as three flights in a hollow square around the hangar.

The Commander-in-Chief then addressed the squadron. He offered his congratulations to the squadron on being chosen to represent not only Bomber Command but the entire Royal Air Force and called on all personnel going on the tour to do their utmost to uphold the high standards of discipline and flying of the Royal Air Force.

At the conclusion of his address, he proceeded to the opposite end of the hangar where he inspected a line of officers and men dressed in the new tropical uniforms which had been made by Messrs. Hobson and Son of London Bridge.

The squadron was then dismissed to re-form in crews and they were taken out to their aircraft by waiting transport.

The squadron’s sixteen aircraft, freshly painted in white and black and proudly bearing the squadron badge, were drawn up in one long and impressive line on the east-west runway. The crews changed their outer apparel at the aircraft, donning the new tropical lightweight flying suits in the case of aircrew and the new white drill overalls in the case of the ground crew. Both air and ground crew wore the squadron badge on the left breast pocket.

Meanwhile, the Commander-in-Chief addressed the Repair and Inspection personnel at No 2 Hangar and inspected the York aircraft and its crew. This is the aircraft allotted to the Commanding Officer of the detachment, Group Captain Collard.

The Commander-in-Chief then inspected the crews who were paraded in front of their aircraft. He was introduced to the leaders of the squadron, who form the Squadron Commander’s crew and subsequently shook hands with all the Captains as he proceeded with his inspection. He spoke to each crew and asked them several questions.

Later he inspected the interior of aircraft TL-C and noted the new ditching drill facilities provided chiefly for the passengers.

After this inspection, the Commander-in-Chief took lunch in the Officers Mess and left the station at approximately 13.45 hours. Before he left, he expressed his appreciation of the squadron’s efficiency and smartness on both parades.

List of personnel that are known to have taken part in the tour 

5th July 1946 

The Detachment Commander, Group Captain Collard and Advance Party left by Avro York aircraft (MW234) on the first leg of the flight to the United States of America (Graveley to St Mawgan)

Many press representatives and photographers were present to cover the take-off. A large number of squadron personnel and friends were assembled at the end of the runway to give them a send off

A farewell party to Main Party [“A” and “B” Flights] officers was held in the Officers Mess

6th July 1946 

The Advance Party in York MW234 flew from St Mawgan to Lagens (Azores)

The Main Party [“A” and “B” Flights] was honoured to be visited by the Chief of Air Staff, Marshal of the Royal Air Force, Lord Tedder. He arrived in the Commander-in-Chief’s Dakota at 09.30 hours, accompanied by the Commander-in-Chief, Sir Norman Bottomley. They were met on arrival by the Air Officer Commanding No. 3 Group, Air Commodore Hesketh, the acting Station Commander and the Officer Commanding No 35 Squadron, Wing Commander Craig.

The Chief of Air Staff and party visited each section of the squadron and talked informally with each leader and members of the section. He then addressed the assembled personnel in the squadron Briefing Room.

At the end of his address, the party took coffee in the Squadron Commander’s office, where they examined the trophies and photographs that were on display. The Chief of Air Staff advised the party that No 35 Squadron was the first squadron on which he had served (*)

The Chief of Air Staff was then taken to the dispersals where he thoroughly inspected Lancaster TL-L. He expressed his satisfaction at the air and ground crew safety arrangements and modifications before taking off from Graveley with the Commander-in-Chief

In the evening, another farewell party and dance was held in the Station NAAFI in which all ranks took part.

(*) Received Higher Instruction in Aviation

7th July 1946 

The Advance Party in York MW234 flew from Lagens to Gander (Newfoundland) overnight on 7th / 8th

The final briefing for the Main Party [“A” and “B” Flights] was held at 14.30 and the remainder of the day was spent in packing for the trip.

8th July 1946 

Eight Lancaster B1(FE) aircraft of “A” Flight left for St Mawgan (Cornwall) on the first leg of the flight across the Atlantic. They were led by the Squadron Commander, Wing Commander Craig. Take off was at 11.00 hours and they arrived at St Mawgan at 12.45 hours.

Captains were Beetham (SW315 TL-A), Barker (SW313 TL-B), Mathers (TW657 TL-C), Clarine (TW872 TL-D), Hampson (TW879 TL-E), Craig (TW880 TL-F), Greig (TW869 TL-G) and Lamb (TW878 TL-H)

The Commander-in-Chief, Bomber Command, again honoured the squadron by coming to see the take off and to wish it good luck and a successful trip. The Air Officer commanding No 3 Group was also present. A large number of ground personnel and relatives of personnel taking part in the operation assembled near the caravan at the end of the runway to give the squadron a good send off.

On arrival at St Mawgan, the squadron was allocated to billets and then proceeded to lunch in the transient mess. Briefing for the St Mawgan to Lagens flight took place at 15.00 hours. A recording of the squadron’s activities was broadcast on the six o’clock news. The BBC reporter, along with one from Reuters News Agency would continue to fly with the squadron to the Pacific Coast

9th July 1946 

Eight Lancaster B1(FE) aircraft of “A” Flight left St Mawgan at 10.00 hours led by Wing Commander Craig and arrived safely at Lagens (Azores) at 16.40 hours

On arrival at Lagens, personnel of “A” flight were debriefed, provided with a meal and allocated to billets, after which they were addressed by the Squadron Commander

[Courtesy of Geoffrey Landon-Browne]

Eight aircraft of “B” Flight, led by Squadron Leader Harris, left Graveley at 09.55 hours and arrived St Mawgan at 11.40 hours

Captains were Cheshire (TW892 TL-L), Pennington (TW659 TL-M), Cornelius (TW660 TL-N), Dawson (TW 882 TL-O), Harris (PA411 TL-P), Stockwell (PA414 TL-Q), Robinson (TW870 TL-R) and Leadon (PA385 TL-S)

In the evening, twenty officers and senior NCO’s of “B” Flight were entertained by Anne Todd (film star) and her husband at their home in Newquay

10th July 1946 

The Advance Party in York MW234 flew from Gander to Mitchel Field, New York

Eight aircraft of “B” Flight left St Mawgan at 10.00 hours and arrived safely at Lagens at 17.00 hours

Eight aircraft of “A” Flight led by Wing Commander Craig left Lagens for Gander (Newfoundland) at 02.15 hours but were recalled at 03.45 hours owing to the weather conditions prevailing at Gander, which were entirely different from those forecast at briefing. The “A” Flight aircraft landed at Lagens at 05.40 hours.

The whole detachment (“A” and “B” Flights) had to be accommodated at Lagens overnight

11th July 1946 

Departure for Gander for the Main Party [“A” and “B” Flights] was postponed until 04.00 hours on the 12th July owing to the bad weather conditions still prevailing at Gander

12th July 1946 

Sixteen aircraft (Main Party [“A” and “B” Flights]) left Lagens at four minute intervals commencing at 04.00 hours and arrived safely at Gander between 12.30 and 12.48 hours. The VHF facilities at Gander were unserviceable on the squadron’s arrival, but some crews were able to make contact on one frequency through the T.1154 / R1155 combination. H2S proved to be a most valuable navigational aid on this leg of the flight, as back bearings were made on the Azores for distances up to eighty miles at night and pinpoints were made on the landfall at Newfoundland even though the squadron had to fly over an extensive warm front and through an occlusion at this time

The organisation for our reception had once again been carefully planned and worked admirably. Flight Sergeant Stratton, whose home was in Newfoundland, was granted three days leave.

Accommodation and catering was made difficult for the managers, because five Constellations (civil aircraft) of various Companies had arrived the same day and had been grounded for technical reasons. This meant that two hundred and fifty civil passengers had to be catered for in addition to the squadron. Although this must have strained the resources of the civil organisation, the food was very good and the arrangements entirely satisfactory

13th July 1946 (Gander)

The Squadron Commander, Wing Commander Craig and the Squadron Adjutant were invited out to dinner by Mr Moore, the Manager of the Airline Hotel and afterwards joined many of the squadron’s officers and airmen at a dance in the Hotel ballroom. The old RCAF Officer’s Mess was opened up as a club for the squadron’s airmen for the duration of the stay.

14th July 1946 (Gander)

Morning and afternoon assemblies were held and preparations were made for the next leg of the flight; aircraft were serviced.

15th July 1946 (Gander)

The Squadron Commander organised a picnic for all air and ground crews. Transport conveyed the men to “Dead Man’s Pond” and swimming and sunbathing were thoroughly enjoyed.

An excellent picnic meal followed, which consisted of many of the good things that the officers and men had not seen for many years, such as peaches, cream and unlimited quantities of fresh milk.

16th July 1946 (Gander)

The Squadron Commander addressed the squadron at 16.00 hours on the procedure to be adopted at Mitchel Field.

Briefing at 16.45 hours was followed by a drill rehearsal for arrival at Mitchel Field. Lt Col. L Millard, USAAF, joined the squadron as liaison officer

17th July 1946 (Gander to New York)

The squadron’s sixteen aircraft took off from Gander, Newfoundland, at 10.40 hours en route for Mitchel Field, New York.

They were led by Wing Commander Craig, whose aircraft TL-F touched down at Mitchel Field on time at exactly 16.05 hours.

The squadron flew in close formation over Gander airfield before setting course, and afterwards in open formation until arriving near Boston, Massachusetts where they again flew over the city in close formation. Subsequent photographs showed the formation to be excellent. The squadron again opened up until approaching Mitchel Field, when they formed tight formation and flew over at two thousand feet. As each aircraft landed, the aircrews and ground crews formed up in front of their respective aircraft and were marched by the Captain on to the Parade Ground for the reception.

Wing Commander Craig was greeted by Colonel Parker, Base Commander, Mitchel Field and Lt General George E Stratameyer, United States Army Air Forces Air Defence Commander, who made speeches of welcome, which were suitably replied to by Air Chief Marshal Sir A. Guy Garrod and Group Captain Collard

The Royal Air Force standard was borne with the United States colours. Several thousands of people lined the edge of the field to view the Ceremony. The squadron was formally welcomed by General Stratameyer on behalf of General Spaatz. He said he hoped the United States could repay some of the hospitalities extended to American airman in England during the war.

Squadron personnel were then allocated quarters, and the officers were invited to attend a cocktail party as guests of Mitchel Fields Officers Club. Group Captain Collard and Wing Commander Craig attended a press conference before the party and Wing Commander Craig gave a recorded interview with a representative of an American Broadcasting Company.

Non Commissioned Officers were entertained at the Non Commissioned Officers Club and the airmen at the Enlisted Men’s Club

18th July 1946 (Mitchel Field, New York)

Fly past over New York. The twelve formation aircraft took off from Mitchel Field at 12.45 hours NYT, formed up and returned in formation over the airfield. The squadron then flew over the following points at 2500ft above sea level; Long Beach, Sandy Hook, Coney Island arriving at the Empire State Building at precisely 13.20 hours.

The squadron then continued to fly in formation over Central Park, junction of Hudson and East Rivers, Brooklyn and Rockaway Point, arriving back at Mitchel Field at 14.05 hours.

When the formation had broken up and the first aircraft was on the final approach heading 300º the surface wind switched through 180º, and everyone was sent round again to land in the opposite direction in fairly hazy weather; all the aircraft landed in the correct order and without any untoward incident.

The flypast was given considerable publicity in the press, on the radio and in the three major newsreels. The newsreels made a combined coverage of this flight and the squadron’s arrival at Mitchel Field.

The weather conditions were quite hazy, and the thermal up currents from the city of New York and the sandy beaches of Long Island, made the conditions extremely bumpy for formation flying. The temperature was 95ºF in the shade, this most of the Captains were forced to fly in nothing more than swimming trunks.

The Detachment Commander gave an orientation lecture to all RAF personnel at 08.30 hours.

in the evening, all personnel were the guests of the Roosevelt Trotting Raceway. The Detachment Commander, Squadron Commander and Section Leaders were entertained to dinner and the remaining personnel were supplied with snacks, liquid refreshment and cigarettes. The racing was good and very interesting.

19th July 1946 (Mitchel Field, New York)

All squadron personnel, except some ground crew on essential work, were conveyed by buses to Jones Beach, Long Island at 10.00 hours and spent the day swimming, sunbathing and site seeing until 16.00 hours when the buses collected them for the return journey to Mitchel Field.

At 19.30 hours, there was a formal dinner dance in honour of the squadron’s officers in the Officer’s Club. General and Mrs Stratameyer and Colonel and Mrs Parker were present, as well as their staff officers and their wives.

Warrant Officers and senior NCO were entertained to a sponsored dance at Mitchel Field NCO Club

20th July 1946 (Mitchel Field, New York)

All personnel wishing to go were taken by buses after an early lunch to the Yankee Stadium to see a major league baseball game. There was no other entertainment organised for that day.

The organisational and administrative arrangements for the comfort of the RAF personnel for the whole of the stay at Mitchel Field were excellent and greatly appreciated.

Wing Commander Craig made a 15 minute broadcast talk from the Columbia Broadcasting System Inc. A letter of thanks was received from the director of Radio Talks, Helen J Scoussat, who also forwarded a recording of the talk to the squadron. The broadcast was on a “coast to coast” hook up at 22.45 hours. This time was described as the maximum listening period for the continent as a whole and it was estimated that there would 88 million listeners at this time.

21st July 1946 (New York to St Louis)

Fifteen aircraft, led by the Squadron Commander left Mitchel Field, New York for Scott Field, St Louis. Owing to prevailing weather conditions en-route it was impossible to fly in formation and the aircraft took off at four minute intervals. The first aircraft was airborne at 10.41 hours and landed at Scott Field at 16.00 hours. A large crowd was assembled to view the arrival and reception.

Wing Commander Craig was officially received by Colonel Neil Creighton, Officer Commanding Scott Field and Mr Stanley Fordham, British Consul in St Louis, also gave an address of welcome.

One aircraft “R” with FL Stockwell and Crew, remained at Mitchel Field as a spare for the Commander-In-Chief, Bomber Command.

All the RAF Officers attended a party in the Officer’s Club

22nd July 1946 (Scott Field, St Louis)

Morning assembly was held at 09.00 hours. The Squadron Commander addressed the assembly on the station standing orders and orientation for Scott Field.

Warrant Officers and senior NCO and airman had early lunch at 11.00 hours and transport conveyed them on a tour of St Louis, after which they were taken to the opera at 20.00 hours.

East Wind [.JPG

All officers had a picnic lunch at 12.00 hours on the sports field of the camp and also made a tour of St Louis, arranged by the St Louis Chapter of the American Red Cross. At 17.00 hours, officers were divided into three parties. The first party comprising 30 officers were entertained to a cocktail party held by Mr. ….. (some unreadable text) at their residence.  The second party of 16 officers were entertained to cocktails, swimming and dinner by Mr and Mrs Joseph Wernher. The remaining 16 officers were entertained by Mr and Mrs John Love at their residence.

Letters of thanks and appreciation were later despatched to the hosts and hostesses by Group Captain Collard and Wing Commander Craig.

At 20.00 hours, transport collected all parties and conveyed them to the St Louis Opera where the whole squadron saw an excellent performance of East Wing. The St Louis Opera is an open-air theatre in delightful surroundings with a seating capacity of twelve thousand.

23rd July 1946 (Scott Field, St Louis)

Morning assembly was held at 09.00 hours, after which there was no programme until later in the day. Most of the personnel stayed in camp, shopping at the Post Exchange Stores, swimming, sunbathing etc.

At 14.00 hours the Warrant Officers and senior NCO were taken on a tour of St Louis organised by the St Louis Chapter of the American Red Cross, who also entertained them to tea at 17.30 hours followed by a visit to the Midget Automobile Races.

After a full day’s work, the ground crew left Scotts Field in buses to attend the Midget Automobile Races.

At 18.00 hours, all officers enplaned in four C47 aircraft generously arranged by the Officer Commanding, Scott Field, and were flown to Lambert Field where they were met by motor transport, also arranged by the Officer Commanding, Scott Field. They then proceeded to the residence of Mr Joseph Desloges (Missouri), where a most delightful party and dance was held in the spacious grounds. This was organised by the St Louis Committee of “Operation Goodwill”. It was a most lavish party and Air Chief Marshal Sir Guy Garrod attended on behalf of Lord Inverchapel. At the conclusion, the officers were taken to Lambert Field and flown back to Scott Field.

24th July 1946 (Scott Field, St Louis)

Ten officers and the whole of the squadron detachment aircrew, with Squadron Leader Beetham in command, took part in a massed parade for an investiture ceremony held at Scott Field. Captain Hildegard, of the USAAF, was invested with the DFC, by Air Chief Marshal Sir Guy Garrod. Ten other American Air Force officers and men were invested with American awards by Colonel Neil Creighton. The squadron flight put up an excellent show and were later complimented on their smartness and bearing by Group Captain Collard. This was a very fine effort since the temperature for this afternoon was given as 110 degrees F. in the shade, and the parade was by no means in the shade!

Letter Extract.JPG
[Courtesy of Scott Weeden]

The remainder of the afternoon was considered to be an “at home” by the squadron. Many visitors inspected the Lancasters and talked with the crews.

In the evening, Scott Field officers and friends entertained the RAF officers to a swimming party. The swimming pool was floodlit and a refreshment buffet was in operation on the adjoining lawn.

Warrant Officers and senior NCO were guests of the Scott Field NCO Club at a Dinner and Dance held in the club in honour of the squadron’s Warrant Officers and NCO.

25th July 1946 (St Louis to Denver)

Fifteen aircraft of the detachment led by the Squadron Commander left Scott Field for Lowry Field, Denver at 10.32 hours Mountain Time, and flew in formation over Scott Field, Belleville, St Louis, Kansas City and Denver, landing at Lowry Field at 15.40 hours. The squadron flew over the airfield at 15.30 hours which was the estimated time of arrival.

Extract from SEL Sturgeon’s Flying Log Book (Mathers’ Crew) [Courtesy of Bobbie Joe Grew]

The squadron was formally received by Brigadier General TH Lowe and Mr Cyril Ward, the British Vice Consul, Denver

Squadron personnel were lined up in front of their respective aircraft and the crew of “F”, the Squadron Commander’s aircraft were introduced to Brigadier General Lowe and Mr Ward

During the evening, the officers of the squadron detachment were entertained by the officers of Lowry Field in the Officers Club and the NCO’s by Lowry Field NCO’s in their club.

26th July 1946 (Lowry Field, Denver)

The whole of the detachment personnel were guests of Mr Cyril Ward, the British Vice Consul, Denver, at a party and dance in the library of Denver University.

Transport left Lowry Field at 15.00 hours and conveyed personnel to the University. After the party, personnel were at Liberty to tour Denver City and return to camp by 23.59 hours

27th July 1946 (Lowry Field, Denver)

Lowry Field held an “Open Day” from 14.00 hours until 17.00 hours, during which time aircrews and ground crews stood by their aircraft which were inspected by the public.

There was a large attendance and great interest was shown in the Lancasters, their performance, the part they took during the war and the flight from England. All points were ably explained by both aircrews and ground crews.

In the evening, a dinner dance was held in the Officers Club and the officers were the guests of Brigadier General Lowe and Lowry Field officers.

A very pleasant and entertaining evening was slightly marred by the officers having to leave early owing to the flying programme the following morning.

Wing Commander Craig gave a broadcast interview talk for twelve minutes over the Denver Radio Station of the National Broadcasting Corporation network.

28th July (Denver to California)

Fifteen of the squadron aircraft left Lowry Field at 09.35 hours en route for Long Beach, Los Angeles, California, arriving at 15.00 hours precisely.

The Rockies were crossed via the Alberquerque Pass which enabled the flight to be made without oxygen for the passengers. This flight was long, hot and bumpy and 3 members of the squadron were air sick. Many tropical storms were dodged on the way. The weather was good at Long Beach, but the haze off the Pacific reduced visibility to about one and a half miles, thus it was felt that the lead navigators had put up a particularly good effort to arrive, once again, at the appointed time.

F/Lt Stockwell arrived from Mitchel Field in Lancaster “R” having followed the Commander-in-Chief’s route from Mitchel Field via Dayton and Kelly Field, San Antonio, Texas

On arrival, the squadron was received by Col. McGregor, Commanding Officer of the 6th Ferrying Group, USAAF. Addresses of welcome were given by Mr CE Wagner, who was representing Mayor Lewis of Long Beach, Mr JHM Carvell, British Consul General and Sir Aubrey C Smith, movie actor.

[Courtesy of Newark Air Museum]

Personnel were then transported to quarters and later receptions and buffet dinners were held in the Officers and NCO Clubs. Amongst the distinguished visitors were Air Chief Marshal Sir Guy Garrod, Air Marshal Sir Norman Bottomley, Air Commodore Whittle, Sir Aubrey C Smith, Mr Nigel Bruce, Mrs Ruth Day, Mrs Hall and the British Consulate staff.

Much later in the evening some of the officers were entertained at the homes of actors in Beverly Hills. This part of Los Angeles, however, was unfortunately an hour and a half drive from the airfield.

29th July (Long Beach, California)

At 09.15 hours all officers left by buses on a tour of the various film studios and saw films in production. Afterwards, they had lunch in the studio cafeteria. Most officers then spent a few hours shopping and viewing Hollywood.

At 18.00 hours the officers were taken to a reception at the home of Mr Carvell, British Consul. Practically the whole of the British film colony attended this party and many notable people were introduced to the officers of the squadron. Among these actors and actresses were Peggy Cummings, Sir Aubrey Smith, Nigel Bruce, David Niven, Herbert Marshall, Boris Karloff, Alan Mowbray, Ricahrd Greene amd Olivia de Havilland. After a very pleasant party, officers were privately entertained by actors and actresses.

At 09.15 hours a party of NCO and airmen left by bus for Long Beach Salt Water Plunge and Pike and the Amusement Park where free amusements were available.

Ar 12.00 hours a party of 25 NCO were the guests of Mary Pickford at her residence

At 18.30 hours NCO and airmen attended a baseball game at the Recreation Park

30th July (Long Beach, California)

Senior officers had a sail and went fishing on the boat “Snafu Maru” and later visited the Lockheed works and were entertained to lunch.

Other officers at 09.30 hours had transport provided to Long Beach and enjoyed the morning sightseeing, swimming and sunbathing. Buses returned to Long Beach base at 14.30 hours and after dinner, officers wishing to do so attended a ball game at Lakewood Stadium.

The airmen left at 09.00 hours for a tour of the movie studios, returning from Hollywood at 01.00 hours

31st July (Long Beach, California)

One aircraft, captained by F/L Hardy and manned by the Squadron Commander’s crew, flew on rehearsal flight over the route of the Los Angeles Fly Past.

All officers left for the ship “Snafu Maru” for a visit to Catalina Island, returning at 18.00 hours. They were later entertained in the Officers Club at an “Open Evening”.

Snafu Maru.JPG

At 09.30 hours, fifty NCO made a tour of the Lockheed Works and at 13.00 hours a party of sixteen NCO were entertained at the Beverly Hills home of Alan Mowbray.

At 18.30 hours, all airman and NCO were given the privilege of attending the Post Theatre.

1st August (Long Beach, California)

Twelve aircraft took part in American Air Forces Day Flying Display and flew past in formation over Los Angeles, Pomono, Rosebowl, Loquita, Long Beach, Santa Monica and Culver City.

Take off was at 10.07 hours and arrival back at base 14.08 hours. The intermediate E.T.A’s which were given for some of the points on the route were all exactly satisfied by the A.T.A’s. The flying conditions were very smooth, although the thick haze up to two thousand feet almost constituted low cloud at parts of the route.

One aircraft, “O” TW882, with F/Lt. Dawson and crew, left for March Field to take part in Air Forces Day there, and returned at the conclusion of the celebration.

An Open Day was held on the Station and personnel stood by the two aircraft which were exhibited to a very large attendance. Lancaster “B” TW813 and the York aircraft were lined up with American aircraft on this static display and seemed to form the centre of attraction for the one hundred thousand visitors who came to Long Beach during the course of the day.

At 20.00 hours all officers were entertained at Long Beach Town Club by the Batchelorettes Party.

At 17.30 hours N.C.O. and airmen attended a dance at the Studio Club.

Air Chief Marshal Sir Guy Garrod, Air Marshal Sir Norman Bottomley, Wing Commander Craig, Squadron Leader Beetham and Squadron Leader Harris were invited as honour guests to a formal dimmer given by the Los Angeles Chamber of Commerce and the USAAF Association, whose local chairman was Mr.Jaok Warner, the film producer. Lt.General Stratameyer was the chief speaker, and Air Marshal Bottomley replied suitably to a toast to the Royal Air Force by Lt.General George, Commanding Air Transport Command.

There was considerable and enthusiastic applause when Air Marshal Bottomley concluded his speech by announcing that at that very time, massed formations of the RAF were flying and dipping in salute over the American Embassy to honour the 39th anniversary of the founding of the American Army Air Corps.

Group Captain Collard attended the premiere of the new Warner Bros. film “Night and Day” and all the officers attending the Army Air Forces dinner joined Group Captain Collard afterwards at a “first night party” given by Mr. Jack Warner at a night club.

2nd August (Long Beach, California)

Air Chief Marshal Sir Guy Garrod, Squadron Leader Paige his aide, Wing Commander  Charles Gardner and the Squadron Commander visited Douglas works and had luncheon with Mr. Don Douglas the head of the firm, at Santa Monica. The luncheon was served in a dummy fuselage of the new DC6. This was most lavishly appointed and the the quality of the luncheon matched the surroundings.

At 09.30 hours a party of officers and NCOs made a tour of another Douglas aircraft factory, and were entertained to luncheon, returning at 13.00 hours.

At 13.00 hours twenty five officers visited the home of Mr Nigel Bruce, film star, for a swimming party.

At 07.45, buses conveyed airmen to Long Beach where they-boarded the “Snafu Maru” and spent the day until 17.00 hours on Catalina Island.

At 17.00 hours all officers were the guests of Mr Attwater Kent, who gave a colossal party at his home in Beverley Hills.  The party was known as a “Circus party” and the guests were greeted by the famous Italian organ grinder and his monkey who are often seen on the screen. Clowns showed the way to the party in the garden which was displayed just as for a circus, with a circus band, clowns, an elephant, a camel, performing dogs and a performing horse. These various animals later performed in a cabaret. There was dancing, and of course unlimited supplies of food and drinks. A very large section of the acting community were there and as can be imagined a very lavish and happy evening was spent by the officers present. Unfortunately, owing to our early departure the following morning, personnel had to leave at 21.00 hours.

NCOs and airmen were entertained at a farewell party in the NCO Club

3rd August (California to Texas)

Fifteen aircraft led by the Squadron Commander left Long Beach at 07.45 hours en route for Kelly Field, Texas, arriving at 16.00 boars. The route-was via Indio, Blythe, Gila-Bono, Tucson and El Paso on the Mexican border.

The last four hundred miles of the flight were practically devoid of any navigational aids other than sun shots, as the so-called, topographical maps of this area just show green for land and blue for water, but even the lakes which existed did not appear on the maps and vies versa, therefore it was felt a considerable achievement that the lead navigators were able to keep up their usual standard of timing, and bring the squadron over Kelly Field within fifteen seconds of the estimated time of arrival. The flight was very hot and since by this time nearly half of the frail thermos flasks were broken every one landed in a rather dehydrated condition.

One aircraft “O” TA882 with F/O Haigh and his crew, remained at Long Beach awaiting a starboard outer power plant to be brought from Mitchel Field, Pew York.

The now customary parade ceremony was held on arrival. The squadron was greeted by Brigadier General Beverley and his staff, and the Mayor of San Antonio. The latter said that he wouldn’t formally give the city’s keys to the squadron because the city was wide open to them, and they could consider themselves Texans and citizens of Antonio during their stay.

All personnel were confined to camp and spent a fairly quiet evening in their respective messes, although a formal reception for the officers was given in the Officers Club.

4th August (Kelly Field, Texas)

At 08.30 hours all personnel were taken to Bandera where a reception and short non-denominational church service was held. After the service, the squadron was split into parties which were .taken to various ‘Dude” ranches amongst which were the Bar M ranch and the Mayan ranch. It was found that a ‘Dude’ ranch was an old ‘real’ ranch which by virtue of swimming pools and other amenities had been turned into a holiday ranch.

After some cooling drinks at these stops with the owners of the ranches and their guests, the squadron was taken to Bandera Park which was part of a real ranch.

There the squadron was entertained to a barbecue lunch by the owner of the ranch. Thirty three sheep had been killed and dressed the previous day and were sizzling over the open charcoal fires when the squadron arrived. It can well be imagined that this amount of food between the two hundred members of the squadron and an additional one hundred guests meant that at least a whole shoulder of roast mutton was an individual portion. This excellent and fulsome repast was attended by two Captains of the Texas Rangers. It is a rare sight to meet two because the force is only forty-six strong and they have to police an area fourteen times the size of Great Britain.

After the barbecue the cowboys from miles around gathered together to put on a rodeo show for the squadron. This was certainly the real thing and proved to be a most thrilling show of skill. The Sheriff attended the rodeo and at a small ceremony General Beverley and Group Captain Collard were invested as deputy Sheriffs of the County.

The squadron returned from the rodeo at 18.00 hours and after the dust of the stampeded compound had been washed away, the officers, NCOs and airmen were entertained to formal parties in their respective clubs. All these were on a grand scale and fortunately in air conditioned rooms.

5th August (Kelly Field, Texas)

A squadron assembly was held at 08.30 and at 12.00 hours all personnel were conveyed by buses on a tour of San Antonio. The Alamo was the first call. This was the scene of the last stand made by the Texans in their war with Mexicans for the Texan independence. Although this battle was lost and every Texan slaughtered it proved to be the turning point in the war which was won by the Texans the following year. The Texans therefore hold this old church (now a ruin) as sacred to their history as the Englishmen hold Westminster Abbey to theirs. Other old monasteries and beauty spots were visited, the end of the tour being made in the San Antonio Zoo.

At 17.00 hours all officers and men were entertained to a picnic in Koehler Park arranged by British War Brides Association.

Dancing in the open air followed the picnic and after 21.00 hours the rest of the evening was free. Transport returned to camp at 23.30 and 23.59 hours.

6th August (Kelly Field, Texas)

All Royal Air Force personnel were guests of the San Antonio Chamber of Commerce at a reception and Mexican lunch held in the courtyard of a restored Indian village “La Valitta” which was the foundation of San Antonio. Many Army and Air Force Generals attended. An exhibition of Mexican dancing was given, and a most interesting and enjoyable time was had. Wing Commander Craig replied to the speeches of welcome in a suitable, if light, vein.

The afternoon was spent shopping or back at the camp on the Field’s excellent nine hole golf course, or in one of the three beautiful swimming pools put at the squadron’s disposal by the Commanding Officer of the Field.

Preparations were made for the squadron’s departure on the morrow, and informal parties were given in the respective messes, but all personnel had retired by 21.00 hours. The officers mess party was in the form of a barbecue supper.

Group Captain Collard left for Andrews Field, Washington, in the York at 21.00 hours.

7th August (Kelly Field, Texas)

Take off for Andrews Field was postponed owing to prevailing weather conditions.

Personnel spent the day on camp taking full advantage of all base facilities. In the evening a stag party had been arranged in the Officers Club.

After dinner a cabaret show was given which consisted mostly of strip tease acts. After the cabaret, the whole Club was converted into a mock casino and every form of gambling game was set up. The silver dollar was the basic gambling unit.

The squadron officers, however, left after the cabaret to rest for the morrow’s flight.

8th August (Texas to Washington)

Fourteen aircraft left Kelly Field for Andrews Field at 07.40 hours and arrived there at precisely 15.00 hours E.S.T.

One aircraft “H” remained at Kelly Field owing to low oil pressure on the starboard inboard engine. F/O Barker and crew remained to fly the aircraft to Andrews Field when serviceable.

The flight was the longest leg of the internal part of the tour, and once again it was very hot, (mostly for the first part at 107 degrees in the shade) and everybody landed feeling very thirsty.

The squadron was welcomed on arrival by General Spaatz, Lord Inverchapel (the British Ambassador), Major General Walsh, Brig.General Leon Johnson, Air Vice Marshal Waite and Air Commodore Drowley. There ware no special entertainments laid on for the evening but base facilitates and theatre were open to the Squadron.

9th August (Andrews Field, Washington)

F/O Barker and crew arrived in “H” from Kelly Field.

Post facilities including gymnasium, baseball equipment, tennis courts, horseback riding, golf were available to Royal Air Force personnel during the day, and at 16.45 hours all personnel left by bus for the reception at the British Embassy from 18.00 to 20.00 hours. Personnel were received by Lord Inverchapel (the British Ambassador) and Air Chief Marshal Sir Guy Garrod. Many distinguished guests were also present. After the reception buses conveyed all personnel back to Base.

10th August (Andrews Field, Washington)

Briefing was at 08.45 for the fly past over Atlantic City, Philadelphia, Baltimore and Washington and the squadron’s twelve formation aircraft took off at 10.25 hours for this review.

“Open House” was held on the airfield 13.00 to 15.00 hours, and ground crews stood by the aircraft until relieved by aircrew personnel at 14.00 hours. The aircraft, as usual, were the object of keen scrutiny and admiration by a large crowd who attended the Open House.

All Warrant Officers, NCOs and airmen left by buses at 15.30 for Chesapeake Bay beach where they were entertained by the enlisted and civilian personnel of Andrews Field to swimming, picnic, supper and dancing.

Officers were entertained at a buffet supper and dance in the Officers’ Club commencing at 18.30 hours.

11th August (Andrews Field, Washington)

Church services were held in Washington Cathedral and the Base chapel and the R.C. Church of St. Matthew in Washington.

Approximately forty Air Attaches visited the base at the invitation of Headquarters American Army Air Forces from 10.00 to 11.30 hours. All Royal Air Force personnel stood by, the aircrew in their lightweight flying suit and the ground crew in white overalls.

Open House was held for the British colony in Washington from 14.00 to 17.00 hours and a large attendance resulted.

In the evening the majority of personnel went to a concert by the Army Air Forces Concert Band. A very pleasant time was spent sitting in the warn evening under the floodlit Capitol dome listening to tunes especially chosen in honour of the Royal Air Force personnel present. The Base Theatre was also available to personnel desiring to attend.

12th August (Andrews Field, Washington)

Interview with the National Broadcasting Company 12th August 1946 [Courtesy of Marham Aviation Heritage Centre]

Thirty officers left by bus at 09.00 hours for a tour of the Department of Justice FBI, which proved extremely interesting.

During the afternoon a conducted tour of Washington was held for all personnel desiring to make the trip. The tour included a visit to the Capitol, the White House, Pentagon Building, Washington Monument and the Folger Library.

A dinner party was given to Royal Air Force senior officers at the Bolling Field officers’ club.

Free seats were reserved for twenty officers and fifty airmen at the National Theatre in Washington for the presentation of “Dear Ruth”.

Fifty other airmen went for a cruise on the Potomac river by moonlight.

13th August (Andrews Field, Washington)

Twenty five officers visited the Fairchild Aviation Corporation, travelling by air to Hagerstown, Maryland, and after a very instructive tour of the works, and having been entertained to lunch, returned to base at 17.00 hours.

The swimming pool at Bolling Field was available during the morning for warrant officers, NCOs and airman, and during the afternoon for other officers.

14th August (Washington to Boston)

The squadron’s aircraft were airborne at 11.35 for the flight to Westover Field and arrived there at exactly 15.00 hours, their E.T.A.

At arrival the Squadron was officially received by Colonel Cortland. S.Johnson, Commanding officer of Westover, the British Consul General Bernard Ponsonby Sullivan MBE, Mr. WJ Blanch, British consul and other civic and military dignitaries and members of the press.

After allocation of quarters the officers of the Squadron were entertained to a cocktail party and buffet supper at the Officers Club. The British Consul General and other civic chiefs attended.

A similar reception was given for other ranks in the Services Club on the Field.

15th August (Westover Field, Boston)

Warrant Officers, NCOs. and airmen left by bus at 13.00 hours for an afternoon of relaxation at the riverside amusement parks, and were later in the evening entertained at the NCO Club to which local ladies were invited.

Three officers, including guest speaker Wing Commander Craig, attended a luncheon at the Exchange Club in Springfieid. The Detachment Commander, Squadron Commander and thirty five other officers flew by C.54 to Logan Airport where they were met by transport to attend a tea given by Consul General Bernard P. Sullivan at the British Officers’ Club in Boston.

At 12.30 hours officers not flying to Boston were guests at a luncheon party given by members of the Westfield Country Club, and leaving there at 16.00 hours were conveyed to a cocktail party at the home of Mr and Mrs Ballard of Southampton, Mass.

16th August (Westover Field, Boston)

Two NCOs were guests at a luncheon at the Boston Rotary Club, and a party of NCOs and airmen were taken to a swimming party at Five Mile Pond, with a second party visiting New England villages. The remainder spent the afternoon in the Base swimming pool.

At 18.00 hours aircrew and airman wishing to attend were transported to a dance and buffet supper In Holyoaks War Memorial Building.

Two officers were all-day guests of Mr. Rudd, Springfield, and two others attended the Boston Rotary Club luncheon.

Twenty five officers visited the Colony Club for cocktails and luncheon, leaving at 14.00 hours for Longmeadow Country Club for golf, tennis, swimming, cocktails and dinner dance

Thirty five officers left by air for Logan airport and were entertained to a cocktail party and tea at-the British Officers’ Club.

17th August (Westover Field, Boston)

From 14.00 hours to 17.00 hours “Open House” was held for the general public, and large crowds attended. Aircrew and ground crew were standing by the aircraft to answer the questions of interested spectators. This evening was spent preparing for  departure the following morning.

18th August (Boston to New York)

The squadron left in full strength of sixteen aircraft (“O” having arrived from Long Beach in time for departure) and arrived at Mitchel Field at 15.27 hours having flown over Worcester, Boston and Providence on route.

An informal party was hold in the Club during the evening for officers, and the other ranks enjoyed the renewed hospitality of Mitchel Field in the NCO Club and Service Club.

The majority of personnel took the opportunity of relaxing and resting in readiness for an assault on the shopping centres of New York during the next two days prior to final departure from America.

19th August (Mitchel Field, New York)

Final preparations were got underway for departure; no official entertainment was arranged for personnel, who enjoyed relaxation and Base facilities

20th August (Mitchel Field, New York)

All personnel were entertained by Miss G Greene and well known personalities of the city, including Mrs. Wendell Wilkie, at a Chinese lunch and after some “dual” on the chopsticks it was noted that some of the squadron members were doing quite well with their peculiar dishes and feeding utensils. After the luncheon the ladies at the party escorted squadron personnel around the shopping centre of the city and final purchases were made, with one eye on the cash in hand and the other eye on Customs in the U.K.

Warrant Officers, NCOs and airmen were visitors to Radio City and free seats were provided at one of the shows there.

Officers were free for the evening and most of the time was spent saying farewell to friends and last minute purchases.

21st August (Mitchel Field, New York)

One party of officers were entertained by Mr Phipps, well known Polo player of New York, and another party visited the home of Mr. and Mrs. W. Holloway for cocktails, lunch, swimming, tennis, and then dinner.

Warrant Officers, NCOs and airmen were free to spend their time as they wished.

22nd August (Mitchel Field to Gander)

The day of the squadron’s departure and our farewell to America. Call was at 05.15 hours and briefing at 06.50 hours.

Several high ranking American officers came to see us off,  including Stratameyer.

Fourteen aircraft took off for Gander at 09.00, “A” and “O” having to remain behind with minor snags, which were cleared up and they took off later in the morning.

All aircraft arrived safely at Gander and small snags were attended to.

Work on aircraft progressed for the final flight across the Atlantic, and billeting and food arrangements were similar to those on the inward journey.

23rd August 

Eight aircraft of “A” Flight took off for the Azores (Lagens) and arrived there safely.

“M” took off for Monkton to pick up spares for “O’ and “R”

Final preparations for ‘B” Flight’s departure were proceeded with; minor snags were cleared up and work on “O” and “R” started on return of “M” from Monkton.

24th August

“A” Flight at Lagens held a bathing party

Work on “B” Flight aircraft being finished. Take off of “B” Flight proposed for the night of 25th August, the same day as ‘A” Flight leave Lagens for St Mawgan and the UK.

25th August

Eight aircraft of “A” flight took off from Lagens at 12.15 hours GMT and arrived at St. Mawgan at 18.40 hours having experienced good flying conditions with a strong following wind.

Eight aircraft of “B” flight took off from Gander at 21.00 hours on route for Lagens. One aircraft, Lancaster TW870 returned owing to D.R. compass trouble after being airborne for twenty minutes. This trouble had been experienced over a period of several flights even though the master unit and repeaters had been changed. Instructions had been issued to the captain to return to Gander if this occurred again.

On his return journey, the pilot, F/L Stockwell, was cleared to land on joining the circuit; this was two hours after sunset. The aircraft was well below the maximum all-up landing weight and made a normal approach at first, but mistook two omni-directional green lights which marked the leeward edge of the runway for glide path indicators. The aircraft bounced on the raised road which was parallel to, and twenty yards from the leeward edge of the runway and his starboard wheel hit a number of civilians, killing three men and one woman, and injuring a fourth man. The bounce on the starboard wheel, plus the impact with the civilians fractured the union of the brake pressure line at the wheel, causing the starboard brake to fail. The aircraft could only be brought to a standstill with a violent swing at the windward end of the runway, this bent both undercarriage legs and caused wrinkling of the mainplane. The aircraft having to remain at Gander for disposal instructions.

Toronto Star.JPG

At the subsequent enquiry F/L Stockwell was exonerated from blame.

This was a very regrettable incident after having almost completed the tour without any previous mishap.

A rear party of two officers and ten men had to be left at Gander to dismantle unit spares from the aircraft. F/L Warne was left in charge.

26th August (Lagens to St Mawgan)

Seven aircraft of  “B” Flight left Lagens at midnight for St. Mawgan, again flying under ideal conditions with a following wind, arriving safely at 05.45 hour. After being cleared by the Customs authorities and debriefed, personnel were conveyed to their quarters for a well earned rest.

27th August (St Mawgan)

Inspections were carried out on the aircraft by ground crew personnel, assisted by the flight engineers.

The weather was atrocious, and personnel not on essential work spent the day resting

28th August (St Mawgan)

Further maintenance carried out by’ ground crew personnel. Aircrew personnel briefed for the lest leg of “Operation Lancaster” and spent the remainder of the day in Newquay and taking advantage of camp facilities.

29th August (St Mawgan to Graveley)

Fifteen aircraft took off for Graveley and after a flight of one hour forty minutes duration arrived safely to be given a great welcome by friends and relatives of the Squadron personnel.

The squadron was officially received by Air Marshal Sir Norman H Bottomley, Lord Henderson, representing the Air Council, a representative of the American Ambassador who was unfortunately unable to be present, and many other dignitaries.


After the reception, a formal lunch was held in the Officers Mess. Many congratulatory speeches were delivered and suitably replied to.

The whole of the squadron personnel proceeded on seven days leave.

A welcome climax to an exciting, enjoyable and successful tour, which, in the opinion of all concerned had undoubtedly fulfilled its purpose.

Photo Gallery

Click for more photographs of the tour

News, Events and Stories

In the News


Trips and Visits

Memories and Anecdotes


Squadron (Off Duty)

The following photographs show the squadron whilst off duty

No. 35 Squadron Football Team 1969

Back Row (L to R): Ray Chapel (not 35 Squadron), Chris Henderson, Ian Rhoades, Roy Norris, Nigel Hardinge, Bob Duncan Front Row (L to R): Bob Forrester, Geoff Dyer, Jim Bayliss, Garth Wensley, Frank Hilton, Roger Frampton.

Thanks to Marham Aviation Heritage Centre for supplying the photograph and to Mo Frampton for providing the names

No. 35 Squadron Football Team 1970

Back Row (L to R) Frank Redmond, Chris Leggett, Les Leeder, Bill Campbell, Garth Wensley, Nigel Baldwin, Barry Chalkley, Keith Hepburn Front Row (L to R) Al Turner, Geoff Dyer, Roger Frampton, Graham McKay, Frank Hilton, Bob Duncan

[Courtesy of Bill Walker]

1917 Summary of Activities

MONTHLY SUMMARY (incl. Losses and Incidents)

Squadron activity throughout 1917 included Travelling Flights, Collecting Machines, Aircraft and Equipment Tests, Ground Training, Flying Training and operational duties as a “Corps Squadron”

The following summarises the squadron’s activities as recorded in the Record Book


On 18th January 1917, the squadron mobilised to France, reforming at St André-aux-Bois on 3rd February 1917

February (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

Training continued at St André-aux-Bois in conjunction with representatives from the Cavalry Corps

Flying Training carried out during the month included: Reconnaissance, Formation Flights, Aerial Gunnery Practice, Duration Flights, Artillery Practice, Wireless Practice, Cavalry Co-Operation Practice, Aerial Combat Practice, Message Dropping, Lamp and Panel Reading

Aircraft losses and incidents were as follows:

March (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

On 28th March 1917, the squadron started its move eastwards towards Savy and the front-line

Flying Training carried out during the month included: Aerial Gunnery Practice, Wireless Practice, Reconnaissance, Photography, Message Dropping, Signalling, Cavalry Scheme, Formation Flights, Lamp and Panel Reading, Contact Patrol, Tank Reconnaissance, Aerodrome Reconnaissance, Line Reconnaissance

Aircraft losses and incidents were as follows:

April (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

The squadron reformed at Savy on 5th April 1917, in readiness for operational duties as a “Corps Squadron”

Savy Aerodrome

Flying Training carried out during the month included: Aerial Gunnery, Reconnaissance Practice, Photography Practice, Formation Flights, Aerial Combat Practice,

Operational duties as a “Corps Squadron” included: Learning Lines / Country, Line Patrols, Defensive Patrols, Contact Patrols, Reconnaissance

Extract from the squadron’s Record Book (9th April 1917)

Aircraft losses and incidents were as follows:

May (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

The squadron moved south to Villers-Bretonneux on 13th May 1917 and then eastwards to Mons-en-Chaussee on 23rd May 1917

Flying Training carried out during the month included: Cavalry Contact Practice, Wireless Practice, Practice Shoots, Artillery Patrol Practice, Reconnaissance Practice

Operational duties as a “Corps Squadron” included: Line Patrols, Signalling, Cavalry Scheme, Photography, Contact Patrols, Learning Lines, Artillery Patrols

Aircraft losses and incidents were as follows:

June (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

Flying Training carried out during the month included: Practice Shoots, Photography Practice, Aerial Gunnery, Altitude Test, Reading Penneau, Contact Patrol Practice

Operational duties as a “Corps Squadron” included: Artillery Patrols, Photography, Reconnaissance, Destructive Shoots, Trench Registration, Message Dropping


Aircraft losses and incidents were as follows:

July (1st Corps Wing, HQ 1st Brigade, (Attached to the Cavalry Corps [III Army])

The squadron moved back to Savy on 13th July 1917

Flying Training carried out during the month included: Practice Formation Flights, Practice Reconnaissance, Practice Contact Patrol, Aerodrome Practice

Operational duties as a “Corps Squadron” included: Special Reconnaissance, Reading Panel, Photography, Trench Registration, Artillery Observation, Artillery Patrol, Cavalry Patrol, Learning Line / Country, Balloon Patrol, Artillery Escort, Photography Escort

Aircraft losses and incidents were as follows:

August (12th Corps Wing, 3rd Brigade, RFC (Attached to the Cavalry Corps [III Army])?

On 19th August, the squadron moved northwards to La Gorgue

La Gorgue

Flying Training carried out during the month included: Practice Contact Patrol, Practice Reconnaissance, Signal Practice, Force Landing Practice, Cavalry Practice, Landing Practice

Operational duties as a “Corps Squadron” included: Learning Line, Reading Lamp / Panel, Fighting Duty, Cavalry Patrol, Line Reconnaissance, Message Bag Dropping

Aircraft losses and incidents were as follows:

Extract from GB Ash Flying Log Book (August 1917) [Courtesy of Andrew Pentland]

September (12th Corps Wing, 3rd Brigade, RFC (Attached to the Cavalry Corps [III Army])?

Flying Training carried out during the month included: Practice Reconnaissance, Practice Landing, Gunnery Practice, Photography Practice, Practice Contact Patrol

Operational duties as a “Corps Squadron” included: Fighting Duty, Reading Penneau, Learning Line, Contact Patrol, Line Patrol

Aircraft losses and incidents were as follows:

October (12th Corps Wing, 3rd Brigade, RFC (Attached to the Cavalry Corps [III Army])?

On 5th October 1917 the squadron once again moved north to La Lovie aerodrome and then back south to Bruay on 17th October 1917

Flying Training carried out during the month included: Practice Landing, Practice Reconnaissance

Operational duties as a “Corps Squadron” included: Photography, Contact Patrol, Reconnaissance, Learning Line, Reading Panel, Bombing

Aircraft losses and incidents were as follows:

November (12th Corps Wing, 3rd Brigade, RFC (Attached to the Cavalry Corps [III Army])?

On 7th November 1917, the squadron moved further south to Estrees-en-Chaussee

One of the messes at Estrees-en-Chaussee

Flying Training carried out during the month included: Practice Reconnaissance, Practice Landing, Photography Practice, Gunnery Practice, Practice Shoot

Operational duties as a “Corps Squadron” included: Reading Panel, Reconnaissance, Line Reconnaissance, Learning Line, Line Patrol, Contact Patrol, Bombing

Extract from the squadron’s Record Book

Aircraft losses and incidents were as follows:

December (12th Corps Wing, 3rd Brigade, RFC (Attached to the Cavalry Corps [III Army])?

Flying Training carried out during the month included: Practice Shoot, Photography Practice

Operational duties as a “Corps Squadron” included: Contact Patrol, Line Patrol, Photography, Learning Line, Artillery Patrol, Line Reconnaissance, Photo Escort, Artillery Patrol

Aircraft losses and incidents were as follows:

Cyprus Years 69-71 Group

Some of the veterans of No. 35 Squadron, who were stationed at RAF Akrotiri during the period 1969 to 1971, have remained in touch with each other and they, along with their wives and families, meet up on a regular basis.

Members of the Group have kindly provided information, documents and photographs from their time serving with the squadron for inclusion on the site

The Group has also contributed towards the funding of wreaths for memorial events etc. and towards the cost of the memorial stone which was installed in the Ribbon of Remembrance at the International Bomber Command Centre, to commemorate all those that served with the squadron.

Planned memorial for the crew of Lancaster ND762 (September 2018)

Photograph of David Holmes, with his father, Ernest

I received the following e-mail from David Holmes, regarding his father, Ernest Holmes, who served with the squadron during 1943 / 1944 and was involved in the loss of Lancaster ND762 on the night of 22nd May 1944

“My father, Ernie Holmes DFC, as you can see from the attached photograph, is still very much alive, and has crystal clear memories of the night and subsequent events.  He is 97 now and blind but is able to speak on the ‘phone.  My wife and I have recently been to the crash site and to visit the family of the farmer (subsequently shot by the Germans the day before the village of Netersel was liberated) who sheltered him and set him off on the Comet escape route.  Sadly he was betrayed in Antwerp and after being interrogated by the Gestapo in Brussels ended the war in Stalag Luft lll.   As a result of our visit, there is a move to put a memorial at the crash site”

There are provisional plans to unveil / dedicate the memorial at the crash site in Holland at the end of September 2018 and David is keen to hear from relatives of the other crew members who would be interested in attending the event.

Full crew list:

  • E Holmes (Pilot)
  • JK Stewart (Navigator)
  • DE Coleman (Air Bomber)
  • HT Maskell (2nd A/B)
  • FJ Tudor (Wireless Operator)
  • AW Cox (Air Gunner)
  • AS McLaren (Air Gunner)
  • JR Cursiter (Flight Engineer)

If you are relative of any of the crew members, please get in touch with either Adrian or David (the event organisers):

Adrian Van Zantvoort  

David Holmes

Alternatively, please leave a comment on the Comments / Feedback page on this site and I will pass the message on.

For more information on the loss:



The squadron operated as a medium bomber squadron and then as a light bomber squadron during 1954

Stationed at:

  • RAF Marham (Norfolk)


  • Medium bomber and standby Air Sea Rescue squadron
  • 28/04/1954: Light bomber squadron, equipped for high altitude strategic bombing (SACEUR assigned unit)


  • No. 3 Group, Bomber Command
  • 28/04/1954: Main Force, Bomber Command

Squadron Command

  • Commanding Officer:
    • Squadron Leader RS Sanders DFC AFC


Events affecting the squadron

Throughout the year, squadron personnel continued conversion training on jet aircraft (at Weston Zoyland) in readiness for the move away from piston engine aircraft and at Bassingbourn / Lindholme for Canberra conversion.

In September, the first four crews (Stirrup, Millett, Rushforth and Crawford) achieved “Combat” status on the Canberra


Air Crew

  • Ground Training (on station and off station)
    • Lectures / Courses
    • Emergency, Escape, Dinghy and Survival Drills
    • “Trade” related Refresher Courses
  • Flying Training
  • Ongoing Assessments, Checks and Classifications
  • Station Readiness / Dispersal, Cross Country, Bombing, Air Defence and Fighter Affiliation Exercises
    • Kingpin (Regular)
    • Dividend (July 1954)
    • Battle Royal (September 1954)
  • Lone Rangers
    • Gibraltar
    • Idris
  • Standby Air Sea Rescue
  • Displays / Flypasts
    • Battle of Britain Flypast (September 1954)
  • Bombing Competitions

Ground Personnel

  • Daily inspection, servicing and preparation of squadron aircraft, in readiness for air operations
  • Squadron related Administrative Duties

The squadron continued ferry flights, returning the Washington aircraft back to the USA (Operation “Home Run”) until the end of March 1954



On 20th September 1954, two 1,000lb bombs exploded on the perimeter track at Marham, killing an NCO
– more details –


The squadron was equipped with the following aircraft types (from its own establishment):


Profile © Malcolm Barrass

CANBERRA B.2 and T.4

On 28th April 1954, the squadron started to re-equip with the Canberra B2 (plus the T4 for dual-purpose training) [Establishment: 10 Aircraft]

Profile © Malcolm Barrass

The following links provide more details about the aircraft that were on charge of the squadron, along with information on known losses and incidents:


Links to squadron related memorials

Memorials (Group)

Memorials (Station)

Memorials (Squadron)

Memorials (Crew / Aircraft)

Memorials (Individual Airmen)



World War One (WWI) 

Aerodrome / Airfields utilised during WWI (alphabetical order):

Inter-War Era

Airfields utilised in the Inter-War era (alphabetical order) :

World War Two (WWII) 

Airfields utilised during WWII (alphabetical order):

Post-War Era

Airfields utilised in the Post-War era (alphabetical order) :


Aircraft (General)

Aircraft (WWI)

Aircraft on charge of the squadron during WWI (alphabetical order):

Aircraft (Inter-War Years)

Aircraft on charge of the squadron in the Inter-War years (alphabetical order):

Aircraft (WWII) 

Aircraft on charge of the squadron during WWII (alphabetical order) :

Aircraft (Post-War Years)

Aircraft on charge of the squadron in the Post-War years (alphabetical order):

Model of Halifax W1050

I have been contacted by John Wilson who explained that he was aiming to construct a model of Halifax W1050 which was lost on 6th / 7th May 1942.

He advised me that following his retirement in 2017, he was able to rediscover an old hobby of his “1/48 scale modelling” and he decided to construct a 1/48 scale Handley Page Halifax, which was available in a vacuform kit, manufactured by Sanger.

He explained that these kits consist of various styrene sheets which have been heated and vacuum drawn to create the basic moulded components of the Halifax (fuselage, wings, tailplane etc).

Each component has to be carefully cut from the thin styrene sheet and then assembled correctly using exploded diagrams rather than assembly advice. In addition, many hours are spent carefully combining the flimsy parts with additional procured or manufactured parts to ensure the model is a true representation of the aircraft


John’s progress has been steady and he remains on target to complete the project in readiness to commemorate the 76th anniversary of the loss of the aircraft and its crew.





Training Type Aircraft


The squadron was initially allotted three Vickers Fighters (1622,1628 and 2342 from No. 9 Squadron and two Henri Farman (7398 and 7399).

Farman Profile

Henry Farman Profile © Malcolm Barrass

By late February 1916 it had acquired two BE2c (5402 and 5403), along with a further four Vickers Fighters (1629, 2341, 5654 and 5620). Other training type aircraft (including FE2b, DH Fighters and Bristol Scouts) were taken on charge of the squadron over the next few months.

The following provides more details about the aircraft types that were utilised by the squadron for training purposes at Thetford and Narborough during 1916 / 1917:

Avro Lancaster (Crew Positions)

The Avro Lancaster was equipped to provide positions for the Pilot, Navigator (and the Set Operator when introduced), Air Bomber, Wireless Operator, Flight Engineer and Air Gunners

We Guide to Strike by Gil Cohen

The crew compartment in an Avro Lancaster consisted of a single deck to accommodate the Pilot, Navigator (and the Set Operator when introduced), Air Bomber, Wireless Operator and Flight Engineer. Gunners were accommodated in a mid and rear turret

Pilot’s Position

Flight Engineer’s Position

The primary role of the Flight Engineer was to “act as the link between aircrew and ground crew for the care and maintenance of the aircraft, to carry out engineering checks before, during and post flight and to assist the pilot during take off and landing”.

His position, which was situated to the right of the pilot, was equipped with a panel which enabled him to monitor the engines and the various hydraulic systems and to transfer fuel from one tank to another

During take off and landing, he was seated on a fold down seat, thereby enabling him to assist the pilot with some of the controls.

Lancaster FE.jpg

Navigator’s Position

The primary role of the Navigator was “to know the aircraft position at all times and to provide the pilot with courses to steer to achieve the sortie objective”

His position was situated on the port side of the aircraft, behind the Pilot and Flight Engineer and in front of the Wireless Operator’s position

Lancaster Navigator

Initially the Navigator relied on map reading, dead reckoning, astro navigation and visual aids to enable him to plot the position of the aircraft and the subsequent course.

However, the development of radar enabled systems such as Gee, H2S and Oboe to assist with the navigational process.

Some crews carried an additional navigator (known as the Set Operator [*]) whose primary role was to provide the navigator with radar fixes throughout the flight.

(*) Post War, these became known as the the Nav. [Radar], with the navigator known as the Nav. [Plotter] 

Air Bomber’s Position

The primary role of the Air Bomber was “to act as the eyes of the navigator throughout the flight and then, when approaching the target area, to move himself to the Air Bomber’s position to enable him to direct the pilot over the target, identify the aiming point and trigger the release of the bombs”

Whilst the Air Bomber’s position was in the nose of the aircraft, he spent the bulk of the flight seated beside the Navigator so that he could provide fixes, weather reports etc to assist the navigation process.

Wireless Operator’s Position

The primary role of the Wireless Operator was “to keep his aircraft constantly in touch with the ground by sending and receiving all information, reports and orders vital to the success of the sortie and the safety of the aircraft”

His position was situated in a compartment on the port side of the aircraft.

Lancaster Wireless Operator IWM CH8790

The position was equipped with a R1155 receiver which enabled the wireless operator (WOP) 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].

As well as operating the wireless equipment, the Wireless Operator was also required to act as an air gunner in an emergency, to discharge “Window”, and, when the concept of a navigation team was introduced, he was also responsible for monitoring the “Monica” or “Fishpond” equipment.

Gunners’ Positions

The primary role of the Air Gunners was “to be the eyes and the sting of the aircraft, by warning the pilot of approaching enemy aircraft, telling him what tactics to adopt to evade action, and, if combat does develop, to destroy or drive off the enemy”

Their positions, which were situated in the middle (mid-upper) and rear of the Lancaster, were fitted with the following turret types:

  • Mid-Upper Turret: Frazer-Nash FN50 (FN150 on later versions)
  • Rear Turret: Frazer-Nash FN20 (FN121 on later versions)

Handley Page Halifax (Crew Composition)

When the Halifax was originally introduced, the plan was to have a five man crew:

  • Pilot
  • 2nd Pilot
  • Observer
  • 2 x Wireless Operator / Air Gunners.

However, it was quickly recognised that the Halifax needed a specific airman to deal with the complex fuel, oil, electric, hydraulic and pneumatic systems and the composition of the crew was changed to include a Fitter II (Flight Engineer)

  • Pilot
  • 2nd Pilot
  • Observer
  • 2 x Wireless Operator / Air Gunners
  • Fitter II (Flight Engineer)

No. 35 Squadron initially operated with six man crews (as above), but changes in the design of the Halifax, along with the need for a “full time” wireless operator, meant that some crews operated with an additional Air Gunner

  • Pilot
  • 2nd Pilot
  • Observer
  • 2 x Wireless Operator / Air Gunners
  • Air Gunner
  • Fitter II (Flight Engineer)

In April 1942, some crews started to replace the 2nd Pilot with an additional observer (the Air Bomber) and the composition of the crew started to evolve into the standard wartime seven man crew.

  • Pilot
  • Observer (Navigator)
  • Air Bomber
  • Wireless Operator
  • 2 x Air Gunners
  • Flight Engineer


2nd Pilot

It was not until February 1942 that Bomber Command reluctantly conceded to flying the heavy bombers with only one pilot, as insufficient numbers of pilots could be put through the training scheme. However, it stipulated that the aircraft must have automatic pilots, flight engineers should be carried on Stirling, Liberator, Halifax and Lancaster aircraft and that one member of the crew should be capable of bringing the aircraft back in an emergency. In addition, it stated that the number of pilots on each squadron should be increased from 20 to 26 to enable pilots to get operational experience before they took charge of an aircraft. These operational experience flights became known as “2nd Dickies”. 

Navigational Team

In 1943, the Pathfinder Squadrons introduced the concept of a navigational team, with all crew members playing their part in ensuring that the aircraft accurately marked the aiming point at their specified time.

In addition, with the ongoing development of radar, an additional navigator, known as Nav. (Radar) or Set Operator, was often carried to monitor the radar systems. As a result, the navigator became known as the Nav. (Plotter) in this eight-man crew.


35 / 635 Squadron Association Activities

35 - 635 Association Logo 001.jpg

The 35 / 635 Squadron Association was formed in the early 1980s when a number of ground crew who had left No. 35 Squadron (as part of “B” Flight) in March 1944 to form the nucleus of No. 635 Squadron, decided to try to track down their colleagues who had remained with No. 35 Squadron at the time.

At the first meeting (held at Hendon Air Museum), air crew and ground crew of all ranks turned up and the 35 / 635 Association was born.

Throughout the 1980s, reunions were held at Cosford and Birmingham Airport but in 1988 it was decided to change the venue to Offord Cluny (Cambridgeshire) as this was close to the old airfield at RAF Graveley.

The annual reunion, which was held at the Community Hall, included a service of remembrance at the nearby All Saints Church.


All Saints Church, Offord Cluny

A Quarterly Magazine entitled Glimlamp was produced to keep members up to date with all the latest news

Glimlamp Crop

Extract from “Glim Lamp” (Note: Glim Lamps were runway marker lights)

As time progressed, the Association turned its attention to finding ways of leaving lasting memorials to all those that served with the squadrons.

The first of these memorials, a marker stone at the old airfield at Graveley,  was unveiled on 29th June 1991.

Dedication at Graveley 2 001

The Rev. Peter Taylor, Honorary Padre to the Association, at the dedication ceremony

At the 1993 reunion, the  membership saw the results of the research project that had drawn together the names of the No. 35 Squadron airmen that had lost their lives between 1942 and 1945.

Their names had been beautifully enscribed into a leather bound Roll of Honour which was placed in All Saints Church.

In 1999, the names of all those that lost their lives between 1939 and 1942 were added and the book was rebound and housed in a purpose built wooden cabinet.


An extract from the Roll of Honour

In 1997, the Association embarked on its most ambitious project which was the installation of a commemorative stained glass window at All Saints Church.

After lengthy discussions on an acceptable design, the window was finally commissioned, with the £5500 cost being met from donations made by Association members and other families associated with the two squadrons.

The artist, Gordon Monaghan, completed the work and the window was installed and unveiled on 15th November 1998.

The central window depicts the RAF eagle along with the badge of No. 35 Squadron. It includes a dove of peace above a Handley Page Halifax and an inscription which reads:
 “Remember before God all those airmen and airwomen who served with 35 Squadron RAF Graveley 1939 – 1945”

The windows on either side of the central window depict the local parishes of Offord Darcy and Offord Cluny.
The flames that run across the bottom of the window represent the flames of the FIDO system, which was utilised at RAF Graveley to enable take off and landing in foggy conditions.

With the window in place, the Association contacted the RAF to see if it would agree to No. 35 Squadron’s standard being taken from RAF Cranwell and “laid up” at the church alongside the window and the roll of honour.

The request was granted and on 26th June 1999 a laying up ceremony was held and the standard was placed in the care of the church “for safe keeping and to hang in perpetuity”


The squadron standard


The memorial window, along with the wooden cabinet holding the roll of honour; the standard hangs overhead

In 2002, the Association started out on what turned out to be their last project which was to plant trees in the Royal Air Force Wing at the National Memorial Arboretum (Staffordshire).

Two trees were planted (one for 35 Squadron, the other for 635 Squadron) at a dedication ceremony on 12th September 2002 and commemorative plaques were installed.


With dwindling membership, the Association disbanded in 2003; its last reunion on 28th June 2003 was marked by an Avro Lancaster flypast.

It is believed that the Lancaster was flown by David Thomas (who had served with No. 35 Squadron); David was a BBMF pilot and a Vulcan Display pilot)


This page was compiled with the help of the Reverend Peter Taylor, who was Honorary Padre of the Association

Bomb Explosion at RAF Graveley (25/07/1943)

On 25th July 1943 a 1,000lb GP bomb exploded during the fusing operation in a Fuzing Shed at RAF Graveley.

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.

The Commonwealth War Graves Commission’s records show the following burial details:

  • SAUNDERS, LESLIE ALBERT, ‘1627455’ CAMBERWELL NEW CEMETERY Square 91. Col. grave 7840. Screen wall. Panel 11.



Jack Brewe was working within 50 yards of the fuzing point sheds and recalled the events in an article in Glimlamp

The drama of the first bomb dump explosion at Graveley began on the evening of the 24th July 1943. All squadron aircraft were fully bombed up and fuelled, and queuing for take off.  When it came to S Sugar something went wrong half way down the runway. The pilot tried to abort take off, was unsuccessful, the undercarriage gave way and there was an almighty pile-up at the Offord end of the airfield boundary.

All aircraft that night were carrying a Long Delay 1000 lb bomb fused with a No. 37 pistol. This one had a 12 hr delay. Armourers were quickly on the scene and, knowing exactly the position of the bomb, they were soon at work, hacking their way into the bomb bay, keeping their fingers crossed that all being well they were OK until 9.00 hrs the following morning. With the use of ropes and levers they finally got the bomb clear of the a/c and onto a trailer which Sammy Marshall, the bomb dump tractor driver, took to a remote spot at the far end of the drome where it was left to await the course of events.

The following day, just as the bomb dump armourers were preparing to go to dinner, a lorry load of 500 lb bombs arrived and had to be unloaded straightaway. Cpl Jack Brewe was in charge of “A” fusing team and Cpl Mitchell in charge of “B” team. One team had to stop and unload so the coin was tossed. Cpl. Mitchell won and elected to take his team to dinner, the “A” team going to a late dinner. When they returned, Cpl Mitchell and his team were in the fusing shed, so the “A” team went to the dump to send the bombs up to be fused. During the afternoon there was a large explosion and Jack Brewe remembers thinking to himself that it was the Long Delay 1000 lb bomb from the previous day finally going up. Then corrugated sheeting etc. started raining down. He dived under the Coles crane he was standing beside until the commotion had subsided. On standing up he realised it was the main fusing shed. He and two others dashed over to a scene of complete carnage. There were no survivors from the fusing shed.

The group armament officer was on camp at the time over the previous night’s crash and after the already prepared bomb loads had been moved on to the perimeter track, he sealed off the bomb dump for 48 hrs, in case of sympathetic explosions; it wasn’t known if amongst the rubble there were more delays that were not marked with the code letter for the delay time. Sammy Marshall and Jack Brewe drove a tractor apiece and got all the loads for that night out to the aircraft concerned for a Maximum Effort.

Seven armourers were killed and four injured. Jack Brewe was the only NCO to survive.


Handley Page Halifax (Crew Positions)

The Handley Page Halifax was equipped to provide positions for the Pilot, 2nd Pilot, Observer / Navigator, Air Bomber (when introduced), Wireless Operator, Flight Engineer and Air Gunner(s)


The crew compartment in a Handley Page Halifax consisted of an upper deck to accommodate the Pilot, 2nd Pilot and Fitter II [Flight Engineer] and a lower deck for the Wireless Operator, Observer / Navigator and Air Bomber. Air Gunner positions evolved, with the later versions accommodating them in a mid and rear turret.

The following annotated photograph shows the deck layout:

Pilot Position

2nd Pilot Position

The primary role of the 2nd Pilot was to assist the pilot during take off and landing and to take over the controls as and when required by the pilot. He would also take control in the event of  loss of, or injury to, the pilot.

His fold down seat was situated beside the pilot

Note: During 1942, it was decided that the use of two qualified pilots on each flight was not sustainable and the 2nd Pilot was phased out. Other crew members (in particular the flight engineer) were taught to fly the aircraft in an emergency situation

The Pilot and Flight Engineer flight check list was as follows:

Fitter II / Flight Engineer Position

The primary role of the Flight Engineer was to “act as the link between aircrew and ground crew for the care and maintenance of the aircraft, to carry out engineering checks before, during and post flight and to assist the pilot during take off and landing (when there was no 2nd Pilot)”


His position was situated behind the pilot on the upper deck, although when assisting the pilot with take off and landing he would be seated in the fold down seat beside the pilot

Halifax FE Panel

Observer / Navigator Position

The primary role of the Observer / Navigator was “to know the aircraft position at all times and to provide the pilot with courses to steer to achieve the sortie objective”

His position was situated in front of the Wireless Operator’s compartment on the lower deck of the Handley Page Halifax.

HalifaxFE© IWM (D 6028)

Initially the Observer / Navigator relied on map reading, dead reckoning, astro navigation and visual aids to enable him to plot the position of the aircraft and the subsequent course.

However, the development of radar enabled systems such as Gee, H2S and Oboe to assist with the navigational process and in some aircraft, a second navigator was carried (Set Operator), to monitor the radar set.

The Observer / Navigator flight check list was as follows:

Air Bomber Position

The primary role of the Air Bomber was to “act as the eyes of the Navigator throughout the flight and then, when approaching the target area, to position himself in the Air Bomber’s position to enable him to direct the pilot over the target, identify the aiming point and trigger the release of the bombs”

Air Bomber [Halifax MK2 Series 1 (Special]) Facebook

Whilst the Air Bomber’s position was in the nose of the aircraft, he spent the bulk of the flight seated beside the Navigator so that he could provide fixes, weather reports etc to assist the navigation process.

The Air Bomber flight check list was as follows:

Wireless Operator Position

The primary role of the Wireless Operator was to “keep his aircraft constantly in touch with the ground by sending and receiving all information, reports and orders vital to the success of the sortie and the safety of the aircraft”

His position was situated in a compartment on the lower deck of the Handley Page Halifax, immediately below the pilot.


As well as operating the wireless equipment, the Wireless Operator was also required to act as an air gunner in an emergency, to discharge “Window”, and, when the concept of a navigation team was introduced, he was also responsible for monitoring the “Monica” or “Fishpond” equipment.

The Wireless Operator flight check list was as follows:

Gunners’ Positions

The primary role of the Air Gunners was to “be the eyes and the sting of the aircraft, by warning the pilot of approaching enemy aircraft, telling him what tactics to adopt to evade action, and, if combat does develop, to destroy or drive off the enemy”.

The Air Gunner positions changed significantly during the development of the Halifax. The following provides a broad summary of the armament fitted to the versions used by the squadron:

HP57 B.MKI (Series 1)Boulton & Paul Type C MKII TurretNo ArmamentBoulton & Paul Type E Turret
HP57 B.MKI (Series 2)Boulton & Paul Type C MKII TurretBeam Guns fittedBoulton & Paul Type E Turret
HP57 B.MKI (Series 3)Boulton & Paul Type C MKII TurretBeam Guns fittedBoulton & Paul Type E Turret
HP59 B.MKII (Series 1)Boulton & Paul Type C MKII TurretBoulton & Paul Type C MKII TurretBoulton & Paul Type E Turret
HP59 B.MKII (Series 1 Special)No armamentNo armamentBoulton & Paul Type E Turret
HP59 B.MKII (Series 1a)No armamentBoulton & Paul Type A MKVIII TurretBoulton & Paul Type E Turret
HP69 B.MKIIINo armamentBoulton & Paul Type A MKVIII TurretBoulton & Paul Type E Turret

The Air Gunner flight check list was as follows:

Combat Reports (1942 to 1944)



Combat Reports were completed by Pilot / Air Gunner(s) after they had encountered enemy aircraft on an operational flight




35 Squadron records are available in the following file(s) at the UK National Archives:

  • AIR 50/185/045 24/08/1942 McDonald
  • AIR 50/185/046 24/08/1942 Baker
  • AIR 50/185/047 24/08/1942 Rome
  • AIR 50/185/048 24/08/1942 Whitter
  • AIR 50/185/049 24/08/1942 Wright
  • AIR 50/185/050 24/08/1942 Carpenter
  • AIR 50/185/051 24/08/1942 Jones
  • AIR 50/185/038 04/09/1942 McKenzie
  • AIR 50/185/039 04/09/1942 Sandford
  • AIR 50/185/040 04/09/1942 Bodnar
  • AIR 50/185/041 04/09/1942 Smith
  • AIR 50/185/042 04/09/1942 Bird
  • AIR 50/185/043 04/09/1942 Ledger
  • AIR 50/185/044 04/09/1942 McKnight
  • AIR 50/185/032 08/09/1942 Malkin
  • AIR 50/185/033 08/09/1942 Sorsdahl
  • AIR 50/185/034 08/09/1942 Jolly
  • AIR 50/185/035 08/09/1942 Fryer
  • AIR 50/185/036 08/09/1942 Stanton
  • AIR 50/185/037 08/09/1942 Stocker
  • AIR 50/185/026 09/11/1942 Webster
  • AIR 50/185/027 09/11/1942 McIntosh
  • AIR 50/185/028 09/11/1942 Pearson
  • AIR 50/185/029 09/11/1942 ???
  • AIR 50/185/030 09/11/1942 Elias
  • AIR 50/185/031 09/11/1942 Craig
  • AIR 50/185/019 20/11/1942 Rees or Ross
  • AIR 50/185/020 20/11/1942 Mathews
  • AIR 50/185/021 20/11/1942 Lynne
  • AIR 50/185/022 20/11/1942 Barker
  • AIR 50/185/023 20/11/1942 Barry
  • AIR 50/185/024 20/11/1942 Freeman
  • AIR 50/185/025 20/11/1942 Mitchell
  • AIR 50/185/012 20/12/1942 Wilkes
  • AIR 50/185/013 20/12/1942 O’Shaughnessy
  • AIR 50/185/014 20/12/1942 Wheatley
  • AIR 50/185/015 20/12/1942 Hay
  • AIR 50/185/016 20/12/1942 Vincent
  • AIR 50/185/017 20/12/1942 Bradford
  • AIR 50/185/018 20/12/1942 Brown
  • AIR 50/185/001 14/01/1943 Malkin
  • AIR 50/185/002 14/01/1943 Emerson
  • AIR 50/185/003 14/01/1943 Fryer
  • AIR 50/185/052 14/01/1943 Malkin
  • AIR 50/185/053 14/01/1943 Bedward
  • AIR 50/185/054 14/01/1943 Sordahl
  • AIR 50/185/055 14/01/1943 Jolly
  • AIR 50/185/056 14/01/1943 Emerson
  • AIR 50/185/057 14/01/1943 Fryer
  • AIR 50/185/058 14/01/1943 Stocker
  • AIR 50/185/004 17/01/1943 Hodgson
  • AIR 50/185/005 17/01/1943 Sprack
  • AIR 50/185/006 17/01/1943 William
  • AIR 50/185/007 23/01/1943 Parish
  • AIR 50/185/059 14/02/1943 Ware
  • AIR 50/185/060 14/02/1943 Jones
  • AIR 50/185/061 14/02/1943 Roberts
  • AIR 50/185/062 14/02/1943 Spence
  • AIR 50/185/063 14/02/1943 Hamblin
  • AIR 50/185/064 14/02/1943 Dickenson
  • AIR 50/185/065 14/02/1943 Grimes
  • AIR 50/185/066 14/02/1943 Lane
  • AIR 50/185/067 14/02/1943 Webster
  • AIR 50/185/068 14/02/1943 Mack
  • AIR 50/185/069 14/02/1943 Thorpe
  • AIR 50/185/070 14/02/1943 Tulloch
  • AIR 50/185/071 14/02/1943 Haxby
  • AIR 50/185/072 14/02/1943 Scannell
  • AIR 50/185/008 19/02/1943 MacDonald
  • AIR 50/185/009 19/02/1943 Carpenter
  • AIR 50/185/010 19/02/1943 Kearne
  • AIR 50/185/073 19/02/1943 Macdonald
  • AIR 50/185/074 19/02/1943 Baker
  • AIR 50/185/075 19/02/1943 Rome
  • AIR 50/185/076 19/02/1943 Whitter
  • AIR 50/185/077 19/02/1943 Ely
  • AIR 50/185/078 19/02/1943 Jones
  • AIR 50/185/079 19/02/1943 Carpenter
  • AIR 50/185/011 27/02/1943 Terry
  • AIR 50/185/080 08/03/1943 Lambert
  • AIR 50/185/081 08/03/1943 Hogg
  • AIR 50/185/082 08/03/1943 Doll
  • AIR 50/185/083 08/03/1943 Kempsell
  • AIR 50/185/084 08/03/1943 Knight
  • AIR 50/185/085 08/03/1943 Beddoe
  • AIR 50/185/086 08/03/1943 Andrews
  • AIR 50/185/123 27/03/1943 Lane
  • AIR 50/185/124 27/03/1943 Mack
  • AIR 50/185/125 27/03/1943 Tricket
  • AIR 50/185/126 27/03/1943 Thorpe
  • AIR 50/185/127 27/03/1943 Scammell
  • AIR 50/185/128 27/03/1943 Haxby
  • AIR 50/185/129 27/03/1943 Tulloch
  • AIR 50/185/087 11/04/1943 Matick
  • AIR 50/185/088 11/04/1943 Tully
  • AIR 50/185/089 11/04/1943 Hewlett
  • AIR 50/185/090 11/04/1943 Dolling
  • AIR 50/185/091 11/04/1943 Tuck
  • AIR 50/185/092 11/04/1943 Forsyth
  • AIR 50/185/093 11/04/1943 Park
  • AIR 50/185/094 20/05/1943 Johnston
  • AIR 50/185/095 20/05/1943 Wood
  • AIR 50/185/096 20/05/1943 Houston
  • AIR 50/185/097 20/05/1943 Royall
  • AIR 50/185/098 20/05/1943 Rogers
  • AIR 50/185/099 20/05/1943 Stewart
  • AIR 50/185/100 20/05/1943 Jarvis
  • AIR 50/185/101 25/05/1943 Haggerty
  • AIR 50/185/102 25/05/1943 White
  • AIR 50/185/103 25/05/1943 Ferguson
  • AIR 50/185/104 25/05/1943 Hooper
  • AIR 50/185/105 25/05/1943 Griffiths
  • AIR 50/185/106 25/05/1943 Sumner
  • AIR 50/185/107 25/05/1943 Mutch
  • AIR 50/185/108 25/05/1943 Cranswick
  • AIR 50/185/109 25/05/1943 Hulme
  • AIR 50/185/110 25/05/1943 McRobbie
  • AIR 50/185/111 25/05/1943 McKenzie
  • AIR 50/185/112 25/05/1943 Howard
  • AIR 50/185/113 25/05/1943 Matthews
  • AIR 50/185/114 25/05/1943 Johnston
  • AIR 50/185/115 29/05/1943 Webster
  • AIR 50/185/116 29/05/1943 McIntosh
  • AIR 50/185/117 29/05/1943 Mack
  • AIR 50/185/118 29/05/1943 Nixon
  • AIR 50/185/119 29/05/1943 Bliss
  • AIR 50/185/120 29/05/1943 Craig
  • AIR 50/185/121 29/05/1943 Burke
  • AIR 50/185/122 29/05/1943 Bagnald
  • AIR 50/185/130 11/06/1943 Cobb
  • AIR 50/185/131 11/06/1943 Trask
  • AIR 50/185/132 11/06/1943 Codd
  • AIR 50/185/133 11/06/1943 Bullock
  • AIR 50/185/134 11/06/1943 Williams
  • AIR 50/185/135 11/06/1943 Smith
  • AIR 50/185/136 11/06/1943 Baldwin
  • AIR 50/185/137 24/06/1943 Beveridge
  • AIR 50/185/138 24/06/1943 Billett
  • AIR 50/185/139 24/06/1943 Gordon-Powell
  • AIR 50/185/140 24/06/1943 Taylor
  • AIR 50/185/141 24/06/1943 Hughes
  • AIR 50/185/142 24/06/1943 Compton
  • AIR 50/185/143 24/06/1943 Carey
  • AIR 50/185/144 13/07/1943 Brown
  • AIR 50/185/145 13/07/1943 Dobie
  • AIR 50/185/146 13/07/1943 Temple
  • AIR 50/185/147 13/07/1943 Bowker
  • AIR 50/185/148 13/07/1943 Bent
  • AIR 50/185/149 13/07/1943 Pallister
  • AIR 50/185/150 13/07/1943 Sinclair
  • AIR 50/185/151 13/07/1943 Daniel
  • AIR 50/185/152 13/07/1943 Hosking
  • AIR 50/185/153 13/07/1943 Harrison
  • AIR 50/185/154 13/07/1943 Thomson
  • AIR 50/185/155 13/07/1943 Bell
  • AIR 50/185/156 13/07/1943 Wood
  • AIR 50/185/157 13/07/1943 Phipps
  • AIR 50/185/320 15/07/1943 Robinson
  • AIR 50/185/321 15/07/1943 Fenton
  • AIR 50/185/322 15/07/1943 Hughes
  • AIR 50/185/323 15/07/1943 Thorpe
  • AIR 50/185/324 15/07/1943 Walters
  • AIR 50/185/325 15/07/1943 Corfield
  • AIR 50/185/326 15/07/1943 Willis
  • AIR 50/185/158 24/07/1943 Appleby
  • AIR 50/185/159 24/07/1943 Nixon
  • AIR 50/185/160 24/07/1943 Emery
  • AIR 50/185/161 24/07/1943 Redfearn
  • AIR 50/185/162 24/07/1943 James
  • AIR 50/185/163 24/07/1943 Bromham
  • AIR 50/185/164 24/07/1943 Robinson
  • AIR 50/185/165 25/07/1943 Williams
  • AIR 50/185/166 25/07/1943 Stone
  • AIR 50/185/167 25/07/1943 Hoosen
  • AIR 50/185/168 25/07/1943 Miller
  • AIR 50/185/169 25/07/1943 Redman
  • AIR 50/185/170 25/07/1943 Smith
  • AIR 50/185/171 25/07/1943 Laverick
  • AIR 50/185/172 29/07/1943 Raggett
  • AIR 50/185/173 29/07/1943 Baldwin
  • AIR 50/185/174 29/07/1943 Perkins
  • AIR 50/185/175 29/07/1943 Roberts
  • AIR 50/185/176 29/07/1943 Palmer
  • AIR 50/185/177 29/07/1943 Wood
  • AIR 50/185/178 29/07/1943 Webster
  • AIR 50/185/179 16/08/1943 Muller
  • AIR 50/185/180 16/08/1943 Dean
  • AIR 50/185/181 16/08/1943 Coleman
  • AIR 50/185/182 16/08/1943 Emory
  • AIR 50/185/183 16/08/1943 Maskell
  • AIR 50/185/184 16/08/1943 Hooper
  • AIR 50/185/185 16/08/1943 Whitfield
  • AIR 50/185/186 16/08/1943 Ellwood
  • AIR 50/185/187 16/08/1943 Jagger
  • AIR 50/185/188 16/08/1943 McGarry
  • AIR 50/185/189 16/08/1943 Baker
  • AIR 50/185/190 16/08/1943 Smedley
  • AIR 50/185/191 16/08/1943 Tapers
  • AIR 50/185/192 16/08/1943 Els
  • AIR 50/185/193 16/08/1943 Percival
  • AIR 50/185/194 27/08/1943 Cozen
  • AIR 50/185/195 27/08/1943 Harris
  • AIR 50/185/196 27/08/1943 Davies
  • AIR 50/185/197 27/08/1943 Fenwick
  • AIR 50/185/198 27/08/1943 Taylor
  • AIR 50/185/199 27/08/1943 Atkinson
  • AIR 50/185/200 27/08/1943 Moss
  • AIR 50/185/201 27/08/1943 Skerrett
  • AIR 50/185/202 27/08/1943 Dando
  • AIR 50/185/203 27/08/1943 Strachan
  • AIR 50/185/204 27/08/1943 Hill
  • AIR 50/185/205 27/08/1943 Telfer
  • AIR 50/185/206 27/08/1943 Weighall
  • AIR 50/185/207 27/08/1943 Fox
  • AIR 50/185/208 03/10/1943 Roache
  • AIR 50/185/209 03/10/1943 Linacre
  • AIR 50/185/210 03/10/1943 Carter
  • AIR 50/185/211 03/10/1943 Wright
  • AIR 50/185/212 03/10/1943 Poynton
  • AIR 50/185/213 03/10/1943 McCormick
  • AIR 50/185/214 03/10/1943 Forman
  • AIR 50/185/215 04/10/1943 Scott
  • AIR 50/185/216 04/10/1943 Baldwin
  • AIR 50/185/217 04/10/1943 Dourley
  • AIR 50/185/218 04/10/1943 Aram
  • AIR 50/185/219 04/10/1943 Gill
  • AIR 50/185/220 04/10/1943 Child
  • AIR 50/185/221 04/10/1943 Butler
  • AIR 50/185/222 08/10/1943 Muller
  • AIR 50/185/223 08/10/1943 Colman
  • AIR 50/185/224 08/10/1943 Emery
  • AIR 50/185/225 08/10/1943 Maskell
  • AIR 50/185/226 08/10/1943 Bent
  • AIR 50/185/227 08/10/1943 Arnott
  • AIR 50/185/228 08/10/1943 Elwood
  • AIR 50/185/229 11/11/1943 Cheal
  • AIR 50/185/230 11/11/1943 Alliston
  • AIR 50/185/231 11/11/1943 Bonet
  • AIR 50/185/232 11/11/1943 Smith
  • AIR 50/185/233 11/11/1943 McKenzie
  • AIR 50/185/234 11/11/1943 Dimond
  • AIR 50/185/235 11/11/1943 Holt
  • AIR 50/185/236 18/11/1943 Price
  • AIR 50/185/237 18/11/1943 Miller
  • AIR 50/185/238 18/11/1943 Linacre
  • AIR 50/185/239 18/11/1943 Hughes
  • AIR 50/185/240 18/11/1943 Rees
  • AIR 50/185/241 18/11/1943 Knight
  • AIR 50/185/242 18/11/1943 Rayton
  • AIR 50/185/243 18/11/1943 Bales
  • AIR 50/185/244 18/11/1943 MacGregor
  • AIR 50/185/245 18/11/1943 Kent
  • AIR 50/185/246 18/11/1943 Gowdy
  • AIR 50/185/247 18/11/1943 Griggs
  • AIR 50/185/248 18/11/1943 Watts
  • AIR 50/185/249 18/11/1943 Buchan
  • AIR 50/185/250 02/12/1943 Hardy
  • AIR 50/185/251 02/12/1943 Brooker
  • AIR 50/185/252 02/12/1943 Walters
  • AIR 50/185/253 02/12/1943 Murphy
  • AIR 50/185/254 02/12/1943 Davies
  • AIR 50/185/255 02/12/1943 Courtnay
  • AIR 50/185/256 02/12/1943 Smith
  • AIR 50/185/257 03/12/1943 Holmes
  • AIR 50/185/258 03/12/1943 Pape
  • AIR 50/185/259 03/12/1943 Kent
  • AIR 50/185/260 03/12/1943 Berwick
  • AIR 50/185/261 03/12/1943 Colledge
  • AIR 50/185/262 03/12/1943 Van-Marle
  • AIR 50/185/263 03/12/1943 Smith
  • AIR 50/185/264 03/12/1943 Hutton
  • AIR 50/185/265 03/12/1943 Stone
  • AIR 50/185/266 03/12/1943 Hooson
  • AIR 50/185/267 03/12/1943 Perrin
  • AIR 50/185/268 03/12/1943 Inverarity
  • AIR 50/185/269 03/12/1943 Godin
  • AIR 50/185/270 03/12/1943 Child
  • AIR 50/185/271 20/12/1943 Daniels
  • AIR 50/185/272 20/12/1943 Coleman
  • AIR 50/185/273 20/12/1943 Harris
  • AIR 50/185/274 20/12/1943 Maskell
  • AIR 50/185/275 20/12/1943 Hooper
  • AIR 50/185/276 20/12/1943 Bent
  • AIR 50/185/277 20/12/1943 Waddicor
  • AIR 50/185/278 29/12/1943 Whetham
  • AIR 50/185/279 29/12/1943 Trickey
  • AIR 50/185/280 29/12/1943 McGuiness
  • AIR 50/185/281 29/12/1943 Aston
  • AIR 50/185/282 29/12/1943 Rees
  • AIR 50/185/283 29/12/1943 Kenwright
  • AIR 50/185/284 29/12/1943 Smith
  • AIR 50/185/292 20/01/1944 Gregory
  • AIR 50/185/293 20/01/1944 Kermode
  • AIR 50/185/294 20/01/1944 Trott
  • AIR 50/185/295 20/01/1944 Sadler
  • AIR 50/185/296 20/01/1944 Nuttall
  • AIR 50/185/297 20/01/1944 Stewart
  • AIR 50/185/298 20/01/1944 Weaver
  • AIR 50/185/285 21/01/1944 Honey
  • AIR 50/185/286 21/01/1944 Tudberry
  • AIR 50/185/287 21/01/1944 Ward
  • AIR 50/185/288 21/01/1944 Brennan
  • AIR 50/185/289 21/01/1944 Hayward
  • AIR 50/185/290 21/01/1944 Wagar
  • AIR 50/185/291 21/01/1944 Dick
  • AIR 50/185/299 21/01/1944 Gregory
  • AIR 50/185/300 21/01/1944 Kermode
  • AIR 50/185/301 21/01/1944 Trott
  • AIR 50/185/302 21/01/1944 Sadler
  • AIR 50/185/303 21/01/1944 Nuttall
  • AIR 50/185/304 21/01/1944 Stewart
  • AIR 50/185/305 21/01/1944 Weaver
  • AIR 50/185/306 21/01/1944 Fitzgerald
  • AIR 50/185/307 21/01/1944 Meugo
  • AIR 50/185/308 21/01/1944 Savage
  • AIR 50/185/309 21/01/1944 Rosser
  • AIR 50/185/310 21/01/1944 Bolton
  • AIR 50/185/311 21/01/1944 Smith
  • AIR 50/185/312 21/01/1944 Dineen
  • AIR 50/185/313 21/01/1944 Petch
  • AIR 50/185/314 21/01/1944 Potter
  • AIR 50/185/315 21/01/1944 Telford
  • AIR 50/185/316 21/01/1944 Furness
  • AIR 50/185/317 21/01/1944 Shirley
  • AIR 50/185/318 21/01/1944 Napier
  • AIR 50/185/319 21/01/1944 Cederbraun
  • AIR 50/185/327 28/01/1944 Davies
  • AIR 50/185/328 28/01/1944 Dawson
  • AIR 50/185/329 28/01/1944 Westmoreland
  • AIR 50/185/330 28/01/1944 Woodward
  • AIR 50/185/331 28/01/1944 Matthews
  • AIR 50/185/332 28/01/1944 Grimwade
  • AIR 50/185/333 28/01/1944 Norton
  • AIR 50/185/334 30/01/1944 Jones
  • AIR 50/185/335 30/01/1944 Booth
  • AIR 50/185/336 30/01/1944 White
  • AIR 50/185/337 30/01/1944 Henderson
  • AIR 50/185/338 30/01/1944 Holmwood
  • AIR 50/185/339 30/01/1944 Carrell
  • AIR 50/185/340 30/01/1944 Jefferies
  • AIR 50/185/341 30/01/1944 Wood
  • AIR 50/185/342 30/01/1944 Everest
  • AIR 50/185/343 30/01/1944 Laskoski
  • AIR 50/185/344 30/01/1944 Coltman
  • AIR 50/185/345 30/01/1944 North
  • AIR 50/185/346 30/01/1944 Tullock
  • AIR 50/185/347 30/01/1944 Johnston
  • AIR 50/185/348 24/02/1944 John
  • AIR 50/185/349 24/02/1944 Payne
  • AIR 50/185/350 24/02/1944 Lawless-Pyne
  • AIR 50/185/351 24/02/1944 Shippen
  • AIR 50/185/352 24/02/1944 Lille
  • AIR 50/185/353 24/02/1944 Fyfe
  • AIR 50/185/354 24/02/1944 Scholes
  • AIR 50/185/355 15/03/1944 Osmond
  • AIR 50/185/356 15/03/1944 Hilliard
  • AIR 50/185/357 15/03/1944 Bennett
  • AIR 50/185/358 15/03/1944 Cochrane
  • AIR 50/185/359 15/03/1944 Perry
  • AIR 50/185/360 15/03/1944 Black
  • AIR 50/185/361 15/03/1944 Spedding
  • AIR 50/185/362 18/03/1944 Beveridge
  • AIR 50/185/363 18/03/1944 Irwin
  • AIR 50/185/364 18/03/1944 Massey
  • AIR 50/185/365 18/03/1944 Mather
  • AIR 50/185/366 18/03/1944 Smith
  • AIR 50/185/367 18/03/1944 Allinson
  • AIR 50/185/368 18/03/1944 Hall
  • AIR 50/185/369 24/03/1944 Cresswell
  • AIR 50/185/370 24/03/1944 Allport
  • AIR 50/185/371 24/03/1944 Miller
  • AIR 50/185/372 24/03/1944 Miller
  • AIR 50/185/373 24/03/1944 Rhodes
  • AIR 50/185/374 24/03/1944 Simpson
  • AIR 50/185/375 24/03/1944 White
  • AIR 50/185/376 24/03/1944 Hoover
  • AIR 50/185/377 24/03/1944 Burt
  • AIR 50/185/378 24/03/1944 Goom
  • AIR 50/185/379 24/03/1944 Mossop
  • AIR 50/185/380 24/03/1944 McKenzie
  • AIR 50/185/381 24/03/1944 Hill
  • AIR 50/185/382 24/03/1944 Lloyd
  • AIR 50/185/383 30/03/1944 Gregory
  • AIR 50/185/384 30/03/1944 Kermode
  • AIR 50/185/385 30/03/1944 Trott
  • AIR 50/185/386 30/03/1944 Sadler
  • AIR 50/185/387 30/03/1944 Stewart
  • AIR 50/185/388 30/03/1944 Nuttall
  • AIR 50/185/389 30/03/1944 Weaver
  • AIR 50/185/390 30/03/1944 Cresswell
  • AIR 50/185/391 30/03/1944 Allport
  • AIR 50/185/392 30/03/1944 Taylor
  • AIR 50/185/393 30/03/1944 Millar
  • AIR 50/185/394 30/03/1944 Miller
  • AIR 50/185/395 30/03/1944 Rhodes
  • AIR 50/185/396 30/03/1944 Simpson
  • AIR 50/185/397 30/03/1944 White
  • AIR 50/185/398 24/04/1944 Mills
  • AIR 50/185/399 24/04/1944 Williams
  • AIR 50/185/400 24/04/1944 Satterthwaite
  • AIR 50/185/401 24/04/1944 Davies
  • AIR 50/185/402 24/04/1944 Andrew
  • AIR 50/185/403 24/04/1944 Garrard
  • AIR 50/185/404 24/04/1944 Redford
  • AIR 50/185/405 26/04/1944 Chidgey
  • AIR 50/185/406 26/04/1944 Stenwig
  • AIR 50/185/407 26/04/1944 Stoker
  • AIR 50/185/408 26/04/1944 Warren
  • AIR 50/185/409 26/04/1944 Colledge
  • AIR 50/185/410 26/04/1944 Hall
  • AIR 50/185/411 26/04/1944 Smith
  • AIR 50/185/412 26/04/1944 Ingram
  • AIR 50/185/413 26/04/1944 Rushbrook
  • AIR 50/185/414 26/04/1944 Murphy
  • AIR 50/185/415 26/04/1944 Jackson
  • AIR 50/185/416 26/04/1944 Weatherill
  • AIR 50/185/417 26/04/1944 Hill
  • AIR 50/185/418 26/04/1944 Gerrard
  • AIR 50/185/419 26/04/1944 Harris
  • AIR 50/185/420 26/04/1944 Myers
  • AIR 50/185/421 26/04/1944 Perkins
  • AIR 50/185/422 26/04/1944 Turner
  • AIR 50/185/423 26/04/1944 Ashton
  • AIR 50/185/424 26/04/1944 Wright
  • AIR 50/185/425 26/04/1944 Marks
  • AIR 50/185/426 27/04/1944 Cresswell
  • AIR 50/185/427 27/04/1944 Allport
  • AIR 50/185/428 27/04/1944 Millar
  • AIR 50/185/429 27/04/1944 Miller
  • AIR 50/185/430 27/04/1944 Rhodes
  • AIR 50/185/431 27/04/1944 Simpson
  • AIR 50/185/432 27/04/1944 White
  • AIR 50/185/433 31/07/1944 Kiely
  • AIR 50/185/434 31/07/1944 Phillips
  • AIR 50/185/435 31/07/1944 Brown
  • AIR 50/185/436 12/08/1944 Booth
  • AIR 50/185/437 12/08/1944 Roberts
  • AIR 50/185/438 12/09/1944 Crowhurst
  • AIR 50/185/439 12/09/1944 Coulson

Information accurate as at: August 2019