fallen

Mosquito Crew – P.O. James McLean and Sgt. Mervyn Tansley, RAF(VR)

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Bawdeswell Bawdeswell New Village Sign Reflects the Incident that Night

On 1 August 1944, No.608 Squadron (Code 6T) was reformed at RAF Downham Market (also known as Bexwell), initially flying Canadian built DH Mosquitoes Mk B.XXs as part of  No.8 (PFF) Group Light Night Striking Force. Their primary role was to carry out night strikes as part of the Pathfinder Operations in the  German heartland. Targets included: Berlin, Frankfurt, Hanover, Essen, Stuttgart, Nuremberg, Hamburg, Emden and Kiel. This was a role it carried out until disbanding on 28th August 1945. Their first operational sortie was on the night of 5th/6th August 1944, when a single Mosquito took off and bombed Wanne-Eickel.

Bawdeswell Chaucer House The Chaucer House partly damaged in the accident.

However, it was on the night of 6th November 1944 that 12 aircraft from 608 Squadron took off in a diversionary attack on targets at Gelsenkirchen. The idea was to draw defences away from a much larger force attacking both Gravenhorst and Koblenz. The plan was for 608 to begin their attack five minutes ahead of the other forces, a plan that went like clockwork.

For one particular aircraft, Mosquito KB364, piloted by Pilot Officer James McLean (26 year old),  and Sergeant Mervyn Lambert Tansley (21 year old), both of the RAF(VR), this was to be its final, fatal flight.

Bawdeswell The original cross that stood on the Church tower.

Flying in at 25,000 ft, 608 dropped both flares and high explosive bombs, but reported only light flak over the target area. The mission was a success and 11 of the 12 aircraft returned to Downham Market.

As it was a November night, the air was cold and it is believed that McLean’s aircraft suffered from icing up of the controls. For whatever reason, at 20.45hrs the aircraft lost height and hit some power cables near to Reepham Road, to the east of the village of Bawdeswell (Norfolk). It then careered into All Saints’ Church setting it alight. The impact was such that parts of the aircraft struck two other homes, including the Chaucer House*, opposite the church, causing extensive damage to both properties. The church was completely destroyed in the crash.  Sadly, both Pilot Officer McLean and Sergeant Tansley were killed, but there were no other casualties from the incident. The fire was so ferocious that it took four hours to extinguish, and required both local crews and those from the nearby American airbase at RAF Attlebridge.

Bawdeswell Church Bawdeswell Church today.

The church has since been completely rebuilt, and as a reminder, the original cross stands outside the entrance. This cross miraculously remained untouched by the fire. Inside the church, a remnant of Mosquito KB364, has been made into a memorial plaque in remembrance of the two courageous crew who died whilst carrying out their duties that night.

Pilot Officer James McLean was buried in Tranent New Cemetery, East Lothian, Scotland and Sergeant Mervyn Lambert Tansley was buried in Fulham Old Cemetery, City of London.

Bawdeswell The memorial plaque made from the Mosquito (Note Sgt. Tansley’s name appears as ‘Melvin’)

The Reeve’s Tale magazine website has eye-witness accounts, and further details of the incident.

* Geoffrey Chaucer’s (Canterbury Tales) uncle was believed to be the rector for Bawdeswell and the old timbered house opposite the church known as ‘Chaucer House’ may have been his rectory.

Is This the Final Nail in the Coffin for RAF Downham Market?

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More than eighty years after RAF Downham Market opened, another chapter in the story of the former airfield may be about to begin. But this change could also mark the beginning of the end for the remaining evidence of its wartime past?

Recent groundworks and excavations on the eastern side of the A10, around the former technical area, have raised questions about what might happen next. Is this simply preparation for a new industrial development, or could it be the start of something much larger?

Downham Market

The trenches crossing the former main runway. The new memorial is off to the left.

We know from previous developments that these ‘archaeological trenches’ are the forerunner of new developments, designed to establish the presence of any historically important features that may lay buried beneath the surface. And whilst at present, there are no confirmed plans to redevelop the entire former technical area, the available planning information suggests that further change is a real possibility.

A new industrial landscape

The Borough Council of King’s Lynn & West Norfolk has allocated land at Bexwell Business Park for “employment and industrial use”. This is not a housing proposal. The Council’s adopted Local Plan identifies approximately 20 hectares of remaining land within the wider employment allocation.

Downham Market

The parachute room with heating vent.

In June 2026, planning permission was granted for 14 new industrial units on land west of Karoo Close. The development includes associated access and parking and is intended for industrial, storage and distribution uses.

That is the confirmed position. But the 14 units are only one scheme within a much larger area identified for employment development.

It would be wrong to suggest that permission has been granted to build across all the remaining land. Equally, it would be unwise to assume that the present development will be the last. The town itself has, like many towns across the country, been subjected to huge housing developments, and this is just another part of that process.

The question is now, whether or not these works are the first visible signs of a longer-term transformation of the former airfield.

Downham Market

More trenches. The buildings in the background are on the former technical site.

What will happen to the wartime buildings?

The long term concern is for the airfield, its remaining buildings and what will become of them.

The former technical area was an essential part of the wartime station. This was where aircraft equipment was stored, repairs and maintenance were carried out, and the ground organisation supported the aircrews and their operations.

Much has disappeared since the station closed in 1946, and many of those that are left are crumbling. In some cases walls are separating rendering them dangerous to the public. Yet a number of structures are still in reasonable condition. Of those that are left, they include the former Main Stores, Crew Locker and Drying Room, Link Trainer and transformer installation, together with other buildings associated with the technical site.

Downham Market

The crew locker room. The grassed area is where crews would wait, before a mission, ready to transfer to their respective aircraft.

Today, some stand within or alongside the modern business park. They may no longer look like parts of an RAF station, but their historical significance, design and shape has not disappeared.

There is currently no evidence that these surviving buildings are being cleared for demolition as part of the approved 14-unit scheme. Nor have I found an official proposal to demolish the technical area as a whole. However, there is also nothing to say they won’t.

Nevertheless, if further industrial development comes forward on adjoining land, the surviving buildings and other traces of the station could face increasing pressure. New buildings, roads, parking and infrastructure may change the setting of the old structures, even where the buildings themselves remain.

What are the excavations telling us?

The recent groundworks have also raised the question of archaeology.

Archaeological investigation is often required before major construction begins, particularly on land with a significant history. Excavations can identify buried foundations, concrete surfaces, drainage systems and other features that have survived beneath later development or agricultural use.

The former RAF station is certainly a site where such remains may exist. There may also be evidence of activity from much earlier periods. We know from previous excavations on other areas of the airfield that have now been developed, that Anglo Saxon and wartime artefacts, were discovered but were deemed as insignificant.

However, I have not been able to establish conclusively that the particular excavations currently visible are the archaeological work required for the new industrial units. Their appearance alone cannot prove that connection.

Downham Market

Inside the crew locker room. The far door is a modern addition.

It is reasonable to think that the work signals preparation for further development, but we must wait for documentary evidence before stating that this is what is happening.

The end of an era?

RAF Downham Market was an important part of Britain’s wartime air effort, later becoming associated with the Pathfinder Force and No. 635 Squadron. The station’s crews and ground personnel formed part of a much larger story of operations, sacrifice and service. Two airmen based at Downham were each awarded the Victoria Cross, almost unprecedented in wartime history.

Today, the landscape is very different. Fields, roads, businesses and modern development have replaced much of the airfield that wartime personnel would have recognised.

The surviving technical buildings are therefore more than old structures. They provide a physical link to the station’s working life and help us understand how the airfield operated.

Industrial development is not unusual on former RAF stations, and the needs of a modern community must be recognised. But there is also a responsibility to identify and record the historic remains before they are lost.

The current situation presents an opportunity to do that properly.

The wider allocation makes further development possible, but it does not establish exactly where or when it will happen, or which historic buildings might be affected.

So, is this the final nail in the coffin for Downham Market’s remaining wartime airfield?

It is too early to say. There is no evidence that the technical area is about to be demolished, but the landscape is changing and further industrial development remains a possibility.

For those of us who value the history of RAF Downham Market, the important thing is to watch what happens next, establish the facts and ensure that the remaining evidence of the station is properly recorded.

Once a wartime building or archaeological feature has been lost, it cannot simply be replaced.

Downham Market

Is the writing on the wall for these historic buildings?

The airfield has already surrendered much of its past to the passage of time. Whether the surviving remains can continue to tell their story alongside the new industrial landscape is a question that deserves attention.

Sources and further information

Borough Council of King’s Lynn & West Norfolk – Adopted Local Plan: https://www.west-norfolk.gov.uk/homepage/257/adopted_local_plan

Planning application 25/00262/FM – Land West of Karoo Close, Bexwell Business Park. Search for the application number through the Council’s official planning portal: https://www.west-norfolk.gov.uk/info/20077/planning_applications/111/view_and_track_planning_applications

Borough Council – Local Plan examination documents: https://www.west-norfolk.gov.uk/local-plan-review-examination

This article reflects the information available in October 2026.

Trail 67- Northants and Bedfordshire Twinwood Farm (Part 2)

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in Part 1 of this trail, Twinwood was identified as a satellite airfield but gradually, as it grew, it became a station in its own right. However, development was slow, and it remained poorly equipped and overcrowded – it was not a pleasant place to be stationed. As we return in Part 2, things just get worse.

More personnel arrive and conditions worsen.

This use of Twinwood as a temporary airfield continued well into 1942. The first unit to arrive that year, transiting from Doncaster, was 613 Sqn, in early April. The advanced party travelled by road, leaving Doncaster at 09:00 hours on 10 April. The main party followed the next day, also by road, led by F.O. Adcock. They arrived at Twinwood that evening after a long ten-hour journey. A third group, travelling by rail, had arrived two hours earlier. Hot meals were prepared for the arriving personnel, providing a welcoming, if not false start to their new posting. The rear party, which closed up at Doncaster, arrived on the evening of 12 April, marking the beginning of a new episode in the squadron’s history.

On arrival at Twinwood, however, 613 Sqn found that the airfield was still under construction. Personnel from 51 OTU were settled in, whilst other accommodation was being occupied by 2791 Defence Squadron along with two additional Flights. Conditions were far from ideal. Some of the latrines were full, and a contractor had to be brought in to empty them. Worse still, 613 Sqn had no latrines specifically allocated to them and none were readily available elsewhere.

To add to the initial discomfort, an inspection by the Senior Medical Officers from both Cranfield and Group discovered that there was no hot water and no telephone available for 613 Sqn’s Senior Medical Officer. The medical facilities themselves were also totally inadequate for dealing with more serious cases.

Twinwood Farm

It quickly became apparent that Twinwood was not going to be a particularly comfortable place to be, and soon personnel began to  complain about the lack of proper food; tea and biscuits being provided after a hard day’s work rather than anything more substantial. All in all, it was far from the grand start they had been hoping for.

Operating in the Army Co-operation role, the squadron continued to perform daily flights, with the flying personnel and their aircraft mainly located at Western Zoyland. These flights consisted largely of quick-reaction scramble exercises in Tomahawks, known as FXQT, together with cross-country navigation exercises in Lysanders.

FXQTs were the equivalent of today’s QRA (Quick Reaction Alert), requiring aircraft to become airborne very quickly in response to an alert of an imminent threat. There were numerous false alarms, resulting in twenty-four FXQTs on 13 April and a further twenty-seven on 14 April.

It was during this period at Twinwood that 613 Sqn began upgrading its aircraft to the P-51 Mustang Mk.I, with ten being collected by aircrew, from Speke, on 15 April. With a further seventeen FXQT flights being made by the Tomahawks together with four flights ferrying personnel to Speke, it was a busy period at Twinwood, and all whilst training continued.

A spell of poor weather curtailed many exercises over the next few days, although some cross-country flights were made, along with air-to-air firing, photographic runs and supply drops. By 24 April, the skies had cleared and four airmen did manage to get their Mustangs airborne, gaining valuable experience on the new type.

Meanwhile, 51 OTU continued to operate its Blenheims. On 24 April, two of the aircraft suffered mishaps. In the first, a Sergeant Instructor with a Sergeant pupil-pilot and gunner were carrying out sodium flare landing practice when their aircraft landed too far along the runway. To avoid running off the end, the pilot swerved, careered across the flarepath and came to an ungainly rest just beyond it. A fire tender and ambulance were quickly on the scene, but there were no casualties and no fire broke out.

Later that same day, another Blenheim fell victim to a freak incident. After landing normally, its starboard engine suddenly burst into flames without warning. The crew quickly brought the aircraft to a halt and escaped, and once again the fire tender was quickly on the scene. However, while extinguishing the fire, chemical fluid used to douse the flames covered one of the crewmen, A/C Goodwin, who subsequently required treatment for his eyes. The situation was made more serious by the lack of a telephone for the medical officer.

Meanwhile, 613 Sqn’s problems on the airfield continued to develop. In a further attempt to ease the chronic storage problems, attention turned to the nearby Oakley Hunt kennels at Milton Ernest. The medical officer of No. 613 Squadron inspected the site with a view to commandeering it as a storage and motor transport (MT) maintenance facility.

Yet, like so many other efforts to solve the station’s difficulties, this promising solution quickly encountered another obstacle. Before the site could be used, the water supply from its well had to be tested. Sample bottles were obtained from RAF Halton, filled and dispatched for analysis. The results were deeply disappointing: the water was found to be contaminated by sewage and was therefore unfit for use. It was yet another setback in the seemingly endless struggle to turn Twinwood into a fully functioning and operational station.

For a short period in early May 1942, the weather improved and the crews of 613 Sqn made the best use of the opportunity. Aerobatics, formation flying, navigation exercises, combat flights and other training sorties quickly filled the better days.

Over the following weeks, the squadron collected more Mustangs, allowing an increasing number of training flights to be carried out.

It was midway through this period, on 11 June 1942, that Wing Commander Campbell-Voullaire arrived at Twinwood to form and take command of a new squadron, 169 Sqn. In preparation, a number of personnel were posted in to 613 Sqn as supernumeraries, ready to transfer directly to 169 Sqn when it became operational. Five unmodified Mustangs also arrived and awaited their new pilots.

Finally, at 00:01 hours on 15 June 1942, 169 Sqn officially came into being, and the personnel already posted in began to transfer across.

The following day, W. Cmdr. Campbell-Voullaire interviewed and addressed all the squadron personnel, explaining the reason for the squadron’s creation. He explained that, as soon as the Army invaded the continent, they would fly in support of the armoured divisions. Until then, he told them, each and every man should consider himself a member of the “fighting troops”, prepared to undertake whatever job was required. *5

Almost as soon as the squadron was formed, however, investigations began into the suitability of Doncaster as an alternative location for the unit. W. Cmdr. Campbell-Voullaire visited the airfield on several occasions over the following weeks to ascertain its suitability.

Twinwood Farm

In the meantime, 169 Sqn continued to expand. The pilots and aircraft of ‘B’ Flight, 613 Sqn, formed the new ‘A’ Flight of 169 Sqn, while those personnel previously posted in formed its new ‘B’ Flight.

Over the next few days, additional vehicles arrived, along with two more unmodified Mustangs and a Tiger Moth. Tools and spares were less readily available however, and the ground crews had to rely on 613 Sqn for supplies. The unmodified Mustangs were essentially without radios, leaving their wireless operators with little to do. They were quickly attached to the squadron’s signals officer for further training.

With accommodation on the airfield now stretched even further, it was decided to billet the new crews of 169 Sqn at nearby Eastfield House. The food and bedding were considered ‘most satisfactory’, although the accommodation itself was somewhat overcrowded.

Living conditions at Twinwood remained an ongoing problem. The latrine arrangements had still not been fully resolved, and it was discovered that the contractor was emptying latrine buckets into the surrounding ground. An order was issued for this practice to cease, which it immediately did. On a more positive note, construction of more permanent accommodation was nearing completion, and some hopes were raised. While this offered hope for those stationed at Twinwood, it did little to relieve the immediate frustrations of crews still waiting for decent beds.

On 22 June, a further accident involving a 51 OTU Blenheim occurred. The aircraft, piloted by P.O. W. Gray, took off at 14:10 hours and crashed almost immediately, approximately two miles from the airfield. By the time the ambulance and crash team had  arrived, P.O. Gray had climbed out of the Blenheim and had been given a lift to Bedford County Hospital, where he was admitted with injuries.

At 22:00 hours the following evening, No. 613 Squadron made history by carrying out its first night flight in the new Mustangs. Three pilots took off and completed the sortie without incident, marking another important milestone in the squadron’s transition to the new aircraft.

The achievement, however, was soon overshadowed by two events that tested the resilience of those at Twinwood. The first was relatively minor but nevertheless disruptive: the cameras being fitted to the Mustangs had been installed in an unsatisfactory position and had to be repositioned.

The second was a far greater tragedy. The body of AC2 R. Douglas was recovered from the River Ouse near Oakley Bridge, after he disappeared while bathing with colleagues. Despite efforts to find him, he had drowned, casting a sombre shadow over an already disappointing start.

At the end of June 1942, the many visits by 169 Sqn’s Wing Commander Campbell-Voullaire to the north, culminated in the movement of the squadron’s headquarters’ section to Doncaster. Fifty personnel went with them, leaving only a small detachment of aircraft and aircrew at Twinwood Farm. The move eased the pressure on accommodation slightly, but the problems faced by the station’s longstanding residents were by no means solved.

Throughout July, 613 Sqn carried out exercises with other squadrons at Sawbridgeworth, Snailwell, Castle Camps and Old Sarum. But the mood at Twinwood continued to deteriorate, with those remaining at the station now complaining on a regular basis.

Twinwood Farm

This all came to a head on 7 July, when it was noted that the new huts intended exclusively for 613 Sqn had been completed. Yet officers, NCOs and junior ranks were still not allowed to use them, even though they stood just ten yards from where the men were currently sleeping. Much to the disapproval of the personnel, they were informed that they would have to wait until the entire site was completed before they could move into the new blocks.

If that wasn’t enough, the situation was then made worse by both the presence of the 169 Sqn detachment and an infestation of black beetles and earwigs in the old huts. Tempers began to fray.

169 Sqn was also experiencing problems of its own. On 4 July 1942, a crack was found in one of the hydraulic cylinders of a Mustang’s undercarriage during a routine inspection. As a result, all aircraft were grounded until remedial work could be carried out. However, the continuing shortage of spares and the tools needed to carry out the repairs did nothing to speed the process. The problem effectively nullified a new order to transfer all remaining aircraft and personnel to Doncaster.

Gradually, the necessary Mustang parts filtered through and repairs could be completed. Flights between Twinwood and the new station at Doncaster soon began and, before long, on 10 July, news arrived that fourteen fully modified Mustangs would soon be delivered to complement the unmodified aircraft already in use. Perhaps, at last, things were looking up for 169 Sqn.

As the situation appears to improve for 169 Sqn and those stationed at Twinwood, the future looks brighter. A new name and a new air force becomes linked to Twinwood and with it come new challenges.

The full story of Twinwood Farm can be found in Trail 67.

September 8th 1943 – Tragedy at RAF Mepal.

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On the night of September 8/9th 1943,  a force of 257 aircraft comprising 119 Wellingtons, 112 Stirlings, 16 Mosquitoes and 10 Halifaxes took off from various bases around the U.K. to bomb the Nazi gun positions at Boulogne. Included in this force were aircraft from the RAF’s Operational Training Units, and for the first time of the war, five B-17s flown by US aircrews of the USAAF’s 422nd BS, 305th BG at Chelveston. This was the first of eight such missions to test the feasibility of the USAAF carrying out night operations over Europe.  After the remaining seven missions, in which the squadron had dropped 68 tons of bombs, the idea was scrapped, the concept considered ‘uneconomical’ although the aircraft themselves proved to be more than capable of the operations.

The Gun battery targeted, was the emplacement that housed the Germans’ long-range guns, and the target would be marked by Oboe Mosquitoes. With good weather and clear visibility, navigation was excellent, allowing the main force to successfully drop their bombs in the target area causing several huge explosions. However, not many fires were seen burning and the mission was not recorded as a success. Reports subsequently showed that the emplacement was undamaged due to both inaccurate marking by Pathfinders, and bombing by the main force. However, as both anti-aircraft fire and night fighter activity were light, no aircraft were lost during the flight making it a rather an uneventful night.

However, the mission was not all plain sailing, and whilst all crews returned, the night was marred by some very tragic events.

Three Stirlings were to take off from their various bases that night: at 21:00 hrs from Chedburgh, Stirling MK. III, EF136, piloted by F/S. R. Bunce of 620 Sqn; at 21:30, another Stirling MK.III, from 75 Sqn at RAF Mepal, BK809 ‘JN-T*1‘ piloted by F/O I.R.Menzies of the RNZAF; and lastly at 21:58 also from Chedburgh, Stirling MK. I, R9288 ‘BU-Q’ piloted by N.J. Tutt  of 214 Sqn.  Unfortunately all three aircraft were to suffer the same and uncanny fate, swinging violently on take off. The first EF136 crashed almost immediately, the second BK809 struck a fuel bowser, and the third R9288 ended up in the bomb dump. Miraculously in both the Chedburgh incidents there were no casualties at all, all fourteen crew men surviving what must have been one of their luckiest escapes of the war! The same cannot be said for the second though.

Stirling BK809 was part of a seventeen strong force of 75 Sqn aircraft. Each aircraft was carrying its full load made up of 1,000lb and 500lb bombs. As the Stirling was running along the runway, it swung violently, striking a fuel bowser which sent it careering into houses bordering the edge of the airfield.

One of the occupants of one of the houses, Mr. P. Smith, saw the aircraft approaching and ran into the street to warn others to get clear. As the aircraft struck the rear of the houses, it burst into flames causing some of the bombs to detonate. This brought considerable rubble down on the occupants of the second house, Mr and Mrs John Randall.

Mrs Randall managed to get out, her legs injured, whereupon she was met by a local fireman, Mr. A.E. Kirby of the National Fire Service. Mr. Kirby went on to help search in the wreckage of the house until his attempts were thwarted by another explosion. His body, along with that of Mr. Randall, was found the next day.

Two other people were also killed that night trying to provide assistance, those being F/Sgt Peter Gerald Dobson, RNZAF and Section Officer Joan Marjorie Easton WAAF. F/Sgt. Dobson was later mentioned in despatches. Three members of the crew lost their lives as a result of the accident, F/O. Menzies and F/O. N. Gale both died in the actual crash whilst Sgt. A. Mellor died later from injuries sustained in the accident.

A number of others were injured in the crash and one further member of the squadron, Cpl Terence Henry King B.E.M, was awarded the British Empire Medal “for his bravery that night in giving assistance“.

The mission on the night of September 8/9th 1943 will not go down as one of the most remarkable, even though  it was unique in many respects, but it will be remembered for the sad loss of crews, serving officers and civilians alike in what was a very tragic and sad event.

The crew of Stirling BK809 were:

F/O. Ian Robert Menzies RNZAF NZ415002. (Pilot).
P/O. Derek Albert Arthur Cordery RAFVR 136360. (Nav).
P/O. Norman Hathway Gale RAFVR 849986. (B/A).
Sgt. Ralph Herbert Barker RNZAF NZ417189. (W/O).
Sgt. Albert Leslie Mellor RAFVR 943914. (Flt. Eng).
Sgt. Bullivant G RAFVR 1395379. (Upp. G)
Sgt. Stewart Donald Muir RNZAF NZ416967. (R/G).

RAF Mepal was visited in Trail 11.

Sources and Further Reading.

*1 Chorley, 1996 Bomber Command Losses 1943 notes this aircraft as AA-T.

Chorley, W.R., Bomber Command Losses – 1943, Midland Counties, (1996)

Middlebrook M., & Everitt C., The Bomber Command War Diaries  Midland Publishing, (1996)

Further details of this accident, the crews and those involved can be found on the 75 (NZ) Sqn blog. This includes the gravestones of those killed and a newspaper report of the event.

My thanks also go to Neil Bright for the initial  information.

Flying Officer John Cruickshank V.C. 210 Sqn (RAF)

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In Trail 60 we visited the former RAF Oban (Karrera) on Scotland’s west coast, from which various squadrons operated flying a mix of flying boats notably the Short Sunderland and Consolidated Catalina. One of these squadrons, 210 Sqn, was posted from Oban to Sullom Voe, a major deep water harbour on the Shetland Isles. These squadrons were used primarily for maritime patrols – U-boat searches and convoy escorts – flying for many hours out over the Atlantic and northern reaches toward Iceland.

Flying Officer John Alexander Cruickshank, V.C. (IWM CH 13745)

It was from Sullom Voe that 210 Sqn Flying Officer John Cruickshank, earned himself the Victoria Cross for his action against a heavily armed German U-boat. During the attack, Cruickshank and four other crewmen were severely injured, his navigator was killed and the aircraft badly damaged. He continued to fly his aircraft (Catalina Mark IVA, JV928 ‘Y’) before relinquishing control to his second pilot. But knowing he couldn’t land the aircraft, Cruickshank refused morphine, circling over the base until daylight which allowed him to supervise the landing of the Catalina by the Second Pilot. His actions that night undoubtedly went a long way to saving his crew and his aircraft.

Cruickshank was the last living recipient to have been awarded the Victoria Cross during the Second World War.

Born on 20th May, 1920 in Aberdeen, on Scotland’s north-east coast, Cruickshank spent some of his life in both Aberdeen and Edinburgh being educated at the Royal High School in Edinburgh, the Aberdeen Grammar School and Daniel Stewart’s College in Edinburgh. Before the war, he was employed by the Commercial Bank of Scotland, joining them in 1938.

In 1939 he served in the Territorial Army as a gunner, before joining up in May. Not long after in August, his regiment, the 129th Field Regiment Royal Artillery, were mobilised. In June 1941, he transferred across to the Royal Air Force completing his flying training in both the US and Canada before returning to England and an operational squadron. By 1942 he had earned his wings and after further training he was assigned to an operational unit, 210 Squadron, who were operating flying boats on maritime and anti-submarine patrols. By 1944 he was an accomplished and experienced pilot, flying many hours with 210 Sqn.

At 13:45 hrs on 17th July 1944, F.O. John Cruickshank, along with his crew: Flg. Off. J.C. Dickson (Navigator); Flt. Sgt. J.S. Garnett (2nd Pilot); Sgt. F. Fidler (3rd Pilot); Flt. Sgt. S.B. Harrison (Flt. Engineer); W. Off. W.C. Jenkins (1st Wireless Op.); Flt. Sgt. H. Gershenson (2nd Wireless Op);  Sgt. R.S.C. Proctor (Wireless Op/Air Gunner); Flt. Sgt. F.J. Appleton (Wireless Op/Air Gunner) and Flt. Sgt. A.I. Cregan (Rigger), took off in Catalina Mark IVA, (JV928) ‘Y’ from Sullom Voe as part of Operation ‘Mascot‘, an operation designed to attack and sink the German Battleship ‘Tirpitz’.

Tirpitz was anchored at her mooring in Kaafjord, Norway, and the RAF’s 18 Group role was to protect the British attacking fleet from a defensive force of twelve German submarines designated Group Trutz. Cruickshank and 210 Sqn, were, at the time, part of that RAF 18 Group.

Following the unsuccessful attack, the British fleet returned, Group Trutz was re-positioned to lay in wait for them and it was here that Cruickshank made his attack. At 21:45 at the position 6842N 0612E and a height of 1,500 ft, Cruickshank’s radar operator picked up a signal some 15 miles away, a position west of the Lofoten Islands, west of Narvik. The aircraft turned and vectored onto the vessel.

At 5 miles distance they sighted an unknown surface vessel, and went to investigate. The aircraft reduced altitude to 200 ft on a course of 220o noting that the vessel was at that time stationary. After entering cloud, Cruickshank then sighted the vessel again at 2 miles, this time is was moving at a speed of about 20 knots and turning to starboard. The crew at this time considered it to be a ‘friendly’ and so fired a recognition flare whilst signalling the letter of the day.

It was then that the vessel began to open fire, confirming that it was indeed a U-boat and not a British vessel. The Catalina, followed the U-boat (believed to be a German type VIIC submarine U-361) as it turned to port, and made a complete circuit remaining at 2 miles distance. Once ahead, the aircraft began its run in.

Diving from 1,000 ft to 500 ft, it headed straight for the U-boat, inaccurate flak being met with fire from the Catalina’s front turret. As the aircraft passed the U-boat, depth charges were dropped and the blister turrets opened fire; hits were seen on the coning tower by both front and port blister turrets. Unfortunately, the depth charges didn’t release, and so Cruickshank turned the aircraft for a second attack.

This time, the U-boat was stationary and firing more accurate flak. The Catalina was hit several times, killing the navigator, Flg. Off. John C. Dickson, and seriously wounding Cruickshank along with three other crewmen. At 50 ft, 6 depth charges were released, this time successfully, the two blister turrets confirming wash from the drops but no defined ‘hits’. Immediately after the attack the Catalina entered thick sea fog obscuring any further views.

A photograph taken from Cruickshank’s Catalina during the attack. It shows the splashes from the first of six depth charges dropped on the second attack, landing astern of the U-boat which was making violent ‘S’ turns in an effort to escape. Machine gun fire from a gun housed in one of the Catalina’s ‘blisters’ can also be seen at top left. (IWM C 4590)

At 21:58 the attack was over, the Second Pilot took control of the Catalina, himself injured in the hand. The Wireless Operator Flt .Sgt. Appleton, treated the various injured crewmen, dressing their wounds, including those of Cruickshank. Flt. Sgt. Fidler took over the navigation from the killed navigator. He calculated the aircraft’s fuel and consumption and initial results were not good, but with damaged instruments this proved to be difficult. A message was sent back to Sullom Voe that an ambulance was required urgently. A conversation then began between the ground and the second Pilot in which it was said that the flying boat’s hull had been damaged and the pilot was unable to land the aircraft as he was badly wounded.

The Catalina informed Sullom Voe that they had about 5 hours of fuel (450 Gallons) available. It was also clear by this point that the radio wasn’t working. Whilst dressing Cruickshank’s wounds Appleton realised how seriously injured the pilot was, but knowing the Second Pilot, Flt. Sgt. Garnett, could not land the Catalina, he refused morphine, instead insisting on being carried back to the controls to oversee the landing. Garnett set a course for home, and just after 03:00 hrs they arrived over Sullom Voe.

With unsuitable weather and darkness still enshrouding the base, the aircraft circled the area burning off fuel and waiting for daylight, beaching being the only option due to the aircraft’s damage. For a further hour, some five and half hours after the attack,  the Catalina circled the base, Cruickshank giving instructions, keeping a watchful eye over the proceedings. Finally, daylight appeared and the aircraft was able to land, successfully beaching at 04:05 hrs

On examination, Cruickshank was found to have seventy-two separate wounds, including his lungs and legs, and the aircraft had been badly damaged. Cruickshank was given an immediate blood transfusion and then transferred to Lerwick hospital, with one further stop over before finally being transferred south. Cruickshank made a good recovery but despite this he didn’t return to flying operationally again.

On 29th August 1944, his award appeared in The London Gazette, receiving the Victoria Cross from King George at Holyrood Palace in Edinburgh, on 21st September 1944; he was just 24 years of age.

He eventually left the RAF in 1946 and served for two years as ADC to the Lord High Commissioner to the General Assembly of the Church of Scotland. After this, he returned to banking, the career he had held before the war, before finally returning to his homeland Scotland, from South Africa in 1977. He finally retired in 1985.

For his efforts and determination Flt. Sgt. J.S. Garnett was awarded the DFM. The submarine was later confirmed as sunk, which that night, enabled the British fleet to sail through a gap in the German Submarine line, a gap made possible by both Cruickshank and one other successful sinking. On May 20th 2020 John Cruickshank VC turned 100, his story was widely celebrated and reported about on BBC Scotland. On 1st September 1944, Number 36682, p. 4073, Cruickshank’s citation appeared in The London Gazette, its states:

“The KING has been graciously pleased to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery: — Flying Officer John Alexander CRUICKSHANK (126700), Royal Air Force Volunteer Reserve. No. 210 Squadron.

This officer was the captain and pilot of a Catalina flying boat which was recently engaged on an anti-submarine patrol over northern waters. When a U-boat was sighted on the surface, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred into position and ran in to release his depth charges. Unfortunately they failed to drop. Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy’s determined and now heartened gunners. Without hesitation, he climbed and turned to come in again. The Catalina was met by intense and accurate fire and was repeatedly hit. The navigator/bomb aimer was killed. The second pilot and two other members of the crew were injured. Flying Officer Cruickshank was struck in seventy-two places, receiving two serious wounds in the lungs and ten penetrating wounds in the lower limbs. His aircraft was badly damaged and filled with the fumes of exploding shells. But he did not falter. He pressed home his attack, and released the depth charges himself, straddling the submarine perfectly. The U-boat was sunk. He then collapsed and the second pilot took over the controls. He recovered shortly afterwards and, though bleeding profusely, insisted on resuming command and retaining it until he was satisfied that the damaged aircraft was under control, that a course had been set for base and that all the necessary signals had been sent. Only then would he consent to receive medical aid and have his wounds attended to. He refused morphia in case it might prevent him from carrying on.

During the next five and half hours of the return flight he several times lapsed into unconsciousness owing to loss of blood. When he came to, his first thought on each occasion was for the safety of his aircraft and crew. The damaged aircraft eventually reached base but it was clear that an immediate landing would be a hazardous task for the wounded and less experienced second pilot. Although able to breathe only with the greatest difficulty, Flying Officer Cruickshank insisted on being carried forward and propped up in the second pilot’s seat. For a full hour, in spite of his agony and ever-increasing weakness, he gave orders as necessary, refusing to allow the aircraft to be brought down until the conditions of light and sea made this possible without undue risk. With his assistance the aircraft was safely landed on the water. He then directed the taxying and beaching of the aircraft so that it could easily be salvaged.

When the medical officer went on board, Flying Officer Cruickshank collapsed and he had to be given a blood transfusion before he could be removed to hospital. By pressing home the second attack in his gravely wounded condition and continuing his exertions on the return journey with his strength failing all the time, he seriously prejudiced his chance of survival even if the aircraft safely reached its base.

Throughout, he set an example of determination, fortitude and devotion to duty in keeping with the highest traditions of the Service.”

John Cruickshank sadly died on August 16th 2025 at the age of 105, the last surviving person to have received the V.C. in the Second World War.

His story appeared in the Sunday Telegraph Sunday 17th and Monday August 18th 2025.

Sources and further reading

The Shetland Museum Archives website.

The Scottish Saltire Air crew Assosiation website.

The Fourth Supplement to The London Gazette of 29th August 1944. Published on 1st September 1944, Number 36682, p. 4073

2nd Lieutenant John C. Morgan – Medal Of Honor

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On July 26th 1943, a dramatic and heroic act enabled not only the safe return of a badly damaged B-17, but also the majority of its crew, who no doubt, would have otherwise perished or at best, be captured and incarcerated. For his actions that day, the co-pilot, John C. Morgan Flight Officer (later 2nd Lt.) was awarded the highest military honour a US serviceman can receive – the Medal of Honor.

Born on August 24th, 1914 in Vernon, Wilbarger County, Texas, Morgan was the son of an attorney and the oldest of four children. At the age of 17 he graduated from Military school, going on to attend a number of further establishments including: the Amarillo College, the New Mexico Military Institute, a teacher college and a university, both in his home state Texas.  In 1934 he learned to fly, a passion that would shape his future.

john morgan page

Lieutenant John C “Red” Morgan of the 482nd Bomb Group with a B-17 Flying Fortress. (IWM FRE 2007)

After leaving education early , Morgan moved to Fiji where he worked on a plantation growing pineapples, staying there for four years until 1938. Still wanting to fly, he returned to the United States aboard the liner S.S.Monterey, where upon he tried to enlist in the US Army Air Corps. However, the Air Corps considered his education to be too poor, and so he was refused entry. With little alternative, Morgan sought employment in the booming Texas oil fields instead. A vast desert of oil pumps, Texas’ rich oil fields had begun what became known as the ‘Usher age’ – the start of the great period of oil.

In December 1939, Morgan married Margaret Maples in Oklahoma City, sadly though, the marriage would last just seventeen months. The cause of the demise of the union is not known, but it was whilst working in the oil fields that Morgan sustained a broken neck, an industrial accident that would potentially end all future prospects of work.

With his opportunities now restricted, in 1940, he attempted to join the US Army, and unsurprisingly was classified as medically unqualified for military service (graded ‘4-F’). Undeterred though, Morgan then tried an alternative route, enlisting in the Royal Canadian Air Force (RCAF) on August 4th, 1941. Somehow, Morgan manged to pass his medical gaining his place within the armed forces of Canada. Training at Saskatchewan and Ontario, he soon transferred to England and the instructor training site RAF Church Lawford. Following a spell  with the RAF, Morgan was awarded the rank of Flight Officer, a status he took with him on his transfer in March 1943 to the fledgling USAAF.

His initial posting would be flying in B-17s with the 92nd Bomb Group’s 326th Bomb Squadron, based at RAF Alconbury. The 92nd had only been activated a year earlier initially flying anti-submarine operations off the US coast. After moving to England in July\August, they carried out minor operations before taking on the training of replacement bomber crews. Major operations for the 92nd didn’t begin in earnest until the May 1943.

On his fifth mission, two months later, on July 26th 1943, John C. Morgan (s/n: O-2044877) would be co-pilot in B-17F 42-29802  ‘Ruthie II’. The aircraft, one of nineteen from the 92nd, was one of sixty from the 1st Bombardment Wing heading for the tyre plant at Hanover, when a canon shell ripped through the windscreen splitting the pilots head. The B-17 also suffered damage, the oxygen system to the tail, radio and waist gun positions was now inoperable. In the relentless attack that followed, the top turret gunner lost the use of both of his arms, one being completely shot off, as well as major injuries to his side; the intercom system was put out of action and several crew members had lost consciousness due to the lack of Oxygen.

Luftwaffe aircraft repeated their attacks, causing extensive injury and further damage to the B-17. The navigator, Keith Koske, tried in vain to assist the stricken top turret gunner, but in desperation, attached his parachute and pushed him out of the aircraft. Thankfully it worked, the gunner somehow survived the descent and was cared for by German surgeons until being repatriated n 1944.

Morgan meanwhile grappled with the severely wounded pilot, 1st Lt. Robert Campbell, who had by now wrapped his arms around the controls, to try and maintain level flight. Morgan, taking control, decided the protection of the formation was better than heading for home alone, and so for the next two hours he flew on holding the pilot back with one hand whilst steering with the other. Eventually, after completing the bomb run, the navigator came forward and gave assistance allowing the aircraft to reach the safety of England and RAF Foulsham. Sadly, 1st Lt. Robert Campbell died from his terrible injuries shortly after the severely damaged B-17 landed at Foulsham .

For his actions that day, Morgan received the Medal of Honor in the following December. The ceremony was presided over by Lt. General Ira C. Eaker. Morgan’s citation read*1:

“The President of the United States of America, in the name of Congress, takes pleasure in presenting the Medal of Honor to Second Lieutenant (Air Corps) John Cary “Red” Morgan (ASN: 0-2044877), United States Army Air Forces, for conspicuous gallantry and intrepidity above and beyond the call of duty, while serving with the 326th Bombardment Squadron, 92d Bombardment Group (H), Eighth Air Force, participating on a bombing mission over enemy-occupied continental Europe, 28 July 1943. Prior to reaching the German coast on the way to the target, the B-17 airplane in which 2d Lt. Morgan was serving as copilot was attacked by a large force of enemy fighters, during which the oxygen system to the tail, waist, and radio gun positions was knocked out. A frontal attack placed a cannon shell through the windshield, totally shattering it, and the pilot’s skull was split open by a .303-caliber shell, leaving him in a crazed condition. The pilot fell over the steering wheel, tightly clamping his arms around it. Second Lt. Morgan at once grasped the controls from his side and, by sheer strength, pulled the airplane back into formation despite the frantic struggles of the semiconscious pilot. The interphone had been destroyed, rendering it impossible to call for help. At this time the top turret gunner fell to the floor and down through the hatch with his arms shot off at the shoulder and a gaping wound in his side. The waist, tail, and radio gunners had lost consciousness from lack of oxygen and, hearing no fire from their guns, the copilot believed they had bailed out. The wounded pilot still offered desperate resistance in his crazed attempts to fly the airplane. There remained the prospect of flying to and over the target and back to a friendly base wholly unassisted. In the face of this desperate situation, 2d Lt. Morgan made his decision to continue the flight and protect any members of the crew who might still be in the ship and for two hours he flew in formation with one hand at the controls and the other holding off the struggling pilot before the navigator entered the steering compartment and relieved the situation. The miraculous and heroic performance of 2d Lt. Morgan on this occasion resulted in the successful completion of a vital bombing mission and the safe return of his airplane and crew.”

(Whilst his citation notes July 28th as the day of Morgan’s action, the Hanover raid actually took place on July 26th and the citation is an error.)

Morgan receives the MOH from Lt. General Ira C. Eaker (IWM UPL 29867)

Morgan then returned to duty, undertaking further operations in a bomber over occupied Europe.

On March 6th 1944, Morgan would once again find himself in the thick of a heavy and prolonged battle over Germany. Flying withing a formation of 262 1st Bomb Division aircraft, it would prove to be another decisive day.

Morgan’s B-17. 42-3491 ‘Chopstick’, was flying with the 812nd BS, 482nd BG from Alconbury, when the aircraft was hit by flak over Berlin. The aircraft, which had been fitted with H2X , caught fire and exploded. Only four crew members were able to escape the fireball, Morgan amongst them. Once on the ground, their safety was by no means ensured, and very soon all four were captured by German ground forces. Morgan himself was incarcerated in Stalag Luft I for the next fourteen months. The remainder of the crew on board all perished.

For his actions and continued dedication to the Air Force, Morgan was rewarded with a promotion to the rank of 2nd Lieutenant, a move that occurred  in September 1944.

It is believed that this event made Morgan (who was now on his twentieth-sixth mission) the only known Medal of Honor recipient, to have been captured after receiving the Medal.

@IWM UPL 29865

42-3491 ‘Chopstick’ with Morgan on board. This plane is one of the original twelve H2X radar equipped pathfinders. Hit by 88mm flack near Berlin on 6th March 1944, the No.3 engine caught fire setting fire to the wing, causing the aircraft to explode and crash near Lake Havel, Berlin.  The plane was the lead bomber and Colonel Russell Alger Wilson, Commander of the 4th Bomb Wing, was onboard as Combat Leader. Wilson was one of the those killed in the explosion. (@IWM UPL 29865).

After the war Morgan remained in the new reformed air force, the USAF, serving in Korea until his retirement as a Lieutenant Colonel in 1953.

On January 17th, 1991 Morgan passed away, being was laid to rest at Arlington National Cemetery in Virginia, Section 59; Site 351.

The incredible story of Morgan’s bravery would form a part of the story line in the book and movie Twelve O’Clock High when at the beginning, Lt. Jesse Bishop’s B-17 belly lands with a badly injured crew. (08:00 – 14:05).

Sources and further reading.

*1 The Congregational Medal of Honor website.

92nd BG website

B-17 Bomber Flying Fortress – The Queen Of The Skies website

Arlington National Cemetery website

B-17 Crash Beachamwell – January 2nd 1945

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On January 2nd 1945, the skies over Norfolk resonated once again with the sound of a crashing aircraft, when B-17 42-32112 of the 337th BS/96th BG based at Snetterton Heath crashed whilst forming up over Beachamwell a stone’s throw east of RAF Downham Market and ten miles north of its base.

The aircraft, a Boeing B-17G-35-BO was delivered to Cheyenne Airport from Modification Centre 10 on 2th January 1944, and then passed to Hunter Air Force Base the following month. After passing through Presque Island on March 6th it was assigned to 337th BS, 96th BG as “AW-F” then based at Snetterton Heath (Station 138) England.*1

Its history was full of drama. On the 1st October 1944, it was carrying out a training operation with another B-17G 44-6137 ‘The Abortion Queen (AW-J) also of the 337th BS and a P-47D Thunderbolt 42-25690 (WZ-U) ‘Lady Helen’ of the 84th FS, 78th FG, RAF Duxford. During the manoeuvres, the P-47 would make mock attacks on the two aircraft allowing the gunners to train under simulated combat conditions. After completing the operation, the P-47 pulled alongside the two aircraft but misjudged his position and collided with  the two B-17s.

The P-47, severely damaged, crashed in a filed near to the church in Grinstead Green, Halstead, Essex, killing the pilot who reportedly veered away from the church at the last minute. The two B-17s both landed without injury to either crew.

Then later, on 2nd January 1945, the B-17 was was again in action, this time forming up over Norfolk as part of a massive 1,000 bomber raid consisting of B-24s and B17s from each of the 1st, 2nd and 3rd Air Divisions, escorted by 500 P-51s and P47s of the same Divisions. The 96th were ordered to attack Erhang, Germany.

As the 41 aircraft of the 96th gathered and jostled for position  in the Norfolk skies, B-17 42-32112 collided with another aircraft causing it to fall from the sky, crashing ten miles north of the base over Beachamwell, not far from Downham Market, Norfolk,  with the loss of all on board.

The nine crew that day were: Pilot: 2nd Lt. Joseph H. Miller, Co-pilot: James P. Thoeness, Navigator: Robert I. Drum, Togglier: Raymond F. Freidmann, Flight engineer/top turret gunner: Sgt. Stephen Duhon, Radio Operator: Tech. Sgt. Leon R. Grabill, Ball turret gunner: S. Sgt. James J. Flaherty, Waist gunner: S. Sgt. Donald E. Willgus, and Tail gunner: S.Sgt. William E. Parton*2.

It was the only aircraft lost by the squadron that day and was later salvaged.

The full story of RAF Downham Market appears in Trail 7, and the history of Snetterton Heath appears in Trail 27.

Sources:

*1 Freeman. R., The B-17 Flying Fortress Story. Arms and Armour, 1998

*2 American Air Museum website. accessed 4.6.2026

The 96th BG Association website accessed 10/6/2026

F/O. Edwin C. Gardner, RAF Hemswell, 61 Squadron

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One of many young men killed in the Second World War whose stories deserve to be told.

Flying Officer E. Gardner, RAF(VR) Flying Officer Edwin Charles. Gardner (s/n 72558) was stationed at RAF Hemswell with 61 Squadron flying Hampden Mk.I bombers. He was part of the RAF(VR) and was killed 17th October 1940 age 24.

F/O E Gardner

Flying Officer E. Gardner, RAF(VR),

61 Sqn (RAF), a former World War I unit,  was re-formed on March 8th 1937 at RAF Hemswell as a bomber squadron flying Audax aircraft. Over the next two years they would transition through a number of makes – Anson Mk I and Blenheim Mk I eventually equipping with the Handley Page Hampden in February 1939. They were formed as part of No. 5 Group, Bomber Command, and would take part in several prestige operations. During the early part of the war they would carry out the very first attack on a German land target, (Hornum, 19th/20th March 1940), the first major bombing raid on the German mainland (Monchengladbach, 11th/12th May 1940), and take part in the first RAF bombing raid on Berlin on the night of August 25th/26th 1940.

It was two months after this, that Flying Officer Gardner would lose his life at the age of 24.

Gardner’s aircraft, X-2979, QR-? took off around 18:00 to attack the German city of Merseburg. They would form part of a 73 strong formation made up of both Wellington and Hampden aircraft, attacking a number of targets at: Bremen, Kiel, Bordeaux and the Harz Forest, intending to set it alight with incendiaries. The force included aircraft from a number of squadrons that night.

With F.O. Gardner were the Pilot – Pilot Officer William Herbert Clemenson (s/n 81027), Wireless Operator – Sgt William Hutchinson Hewitt (s/n 822581) and Sgt Dominick Flanagan (s/n 532927), the air gunner on board the aircraft.

The force attacked their designated targets successfully, returning home to their respective bases after having suffered very lightly (3 aircraft in total) over the target areas. On the return trip however, they encountered dense fog which, combined with technical problems with a number of aircraft, caused 10 Hampdens and 4 Wellingtons to crash, many with loss of life.

Reports show that Gardner’s aircraft contacted Hemswell twice in the early hours of the Thursday Morning to gain fixes on their positions. Possibly out of fuel, the aircraft finally came down at Sporle, a few miles west of Norwich, killing all four crew, members.

Flying Officer Gardner was laid to rest at All Saints Church Tacolneston, Norfolk a few miles west of Norwich. His companions were returned to their respective parishes. His grave stands alone in a quiet corner of this 13th Century church. May he rest in peace.

‘Death is Swallowed up in Victory’

Sources

Chorley. W.R., Bomber Command Losses Vol I, 1939-40, Classic Publication, 1992.

William R. Lawley Medal Of Honor – RAF Chelveston

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Throughout the Second World War, countless airmen pushed themselves beyond the limits of human endurance to save not only their crews, but also their aircraft. Wounded, exhausted, and flying bombers shattered by enemy fire, they somehow found the strength to keep going until the safety of England could be reached.

One such man was First Lieutenant William R. Lawley Jr. of the 364th Bomb Squadron, 305th Bomb Group. On his tenth combat mission from RAF Chelveston, Lawley fought to keep his crippled B-17 Flying Fortress in the air despite severe injuries and the loss of his co-pilot. For his extraordinary courage and determination that day, he was awarded the Medal of Honor, the United States’ highest award for gallantry.

Early Life and Childhood

William Robert Lawley Jr. was born on August 23, 1920 in Leeds, Jefferson County, Alabama, the son of William R. Lawley snr. and Emma Hazelwood.

He grew up in Leeds alongside his brothers and sisters in a close-knit and deeply religious family. A practising Baptist, Lawley regularly attended Leeds Baptist Church with his siblings.

Known as “W.R.” to his friends, Lawley attended Leeds High School, where he pitched for the school baseball team. He was well liked by his classmates and was often seen joking and laughing with friends before and after games. Reflecting on his school days many years later, the principal described him as average in most subjects, “not excelling in any particular subject” and “just one of the boys.” Like many youngsters of the time, he also had a particular fondness for ice cream. *1

Lawley graduated in 1938 and, after a short period of civilian employment, joined the Sinclair Oil Company in 1941. Working as a delivery truck driver, he quickly earned a reputation as a dependable and hardworking employee. His professionalism, calm temperament, and friendly manner led colleagues and managers alike to describe him as a quiet, level-headed, ambitious young American. *2

Joining the Army Air Forces

Like many Americans, the Japanese attack on Pearl Harbor in December 1941 inspired Lawley to play his part in the war effort, setting him on a path that would change his life forever.

The following year brought both personal tragedy and new opportunities. While mourning the loss of his mother, he also enlisted for flying training, two events that would profoundly shape his future.

Lawley’s determination and continued work ethic soon paid dividends. In April 1943, while training at Altus Army Airfield, Oklahoma (established in 1942), he earned his pilot’s wings and received his commission as an officer. That same month, on 21 April, he married his sweetheart, Amelia Dodd, making it a period of both professional and personal celebration.

Following further training, Lawley was assigned to an operational crew. In November 1943, he and his fellow airmen were posted to the European Theatre of Operations as part of the 364th Bomb Squadron, 305th Bomb Group, Eighth Air Force, where he would serve as a pilot aboard the Boeing B-17 Flying Fortress.

His father, a former Baptist minister who now served as a volunteer circuit preacher, was immensely proud of his son’s achievements. Following the death of his wife, he remained devoted to William and, when his son served overseas, he carried a photograph of him in his pocket at all times. *3

Flying from RAF Chelveston

Flying the northern route, the 305th Bomb Group had first arrived in England in September 1942, operating initially from RAF Grafton Underwood (Station 106) in north Northamptonshire. In December of that year the group moved to RAF Chelveston (Station 105), where it served under the command of the formidable Colonel Curtis “Iron Ass” LeMay.

By the time Lawley arrived at Chelveston in late 1943, the group had already endured a brutal air war. Casualties had been heavy, experienced crews had been lost, and replacement airmen were urgently needed to maintain operational strength. Lawley was among those sent to reinforce the battle-weary unit.

He was soon flying combat operations, and by February 1944 had completed nine missions. His tenth would make him famous.

On 20 February 1944, more than one thousand aircraft from the First, Second, and Third Bomb Divisions participated in a major offensive against targets in Germany. The 305th Bomb Group, operating as part of the First Bomb Division, was assigned targets at Leipzig, Heiterblick, Abtnaundorf, Bernburg, and Oschersleben. If these could not be attacked, crews were authorised to strike targets of opportunity.

The bomber force crossed the continent before separating to attack their designated objectives, intending to regroup for the long return journey to England. Although weather conditions were poor, Allied fighter escorts succeeded in disrupting many German attacks. For the crew of Lawley’s B-17, however, the mission would become a desperate struggle for survival.

Flying B-17G-30-DL 42-38109, Cabin in the Sky (WF-P), Lawley departed the target area with his bomb load still aboard after frozen release mechanisms prevented it from being dropped. Without warning, the aircraft came under a devastating head-on attack from German fighters. A cannon shell tore into the cockpit, killing co-pilot 2nd Lt. Paul Murphy and severely wounding Lawley in the face.

The assault, launched by approximately twenty enemy fighters, left every surviving crew member wounded and set one of the aircraft’s engines ablaze. The damaged bomber entered a steep dive that appeared uncontrollable. Despite his injuries, Lawley forced the dead co-pilot’s body away from the controls with one hand while fighting to regain command of the aircraft with the other. Blood covered the cockpit, visibility was severely restricted, and freezing air rushed through holes torn in the windscreen.

Fearing an explosion, Lawley ordered the crew to bail out. No one did. Some men were too badly wounded to leave the aircraft, while those still capable of escaping refused to abandon their injured comrades.

As enemy attacks continued, the burning engine was eventually extinguished, only for another engine fire to erupt shortly afterwards. Then came a small but crucial piece of good news. The bombardier succeeded in releasing the jammed bombs, reducing the aircraft’s weight and giving Lawley a better chance of keeping it airborne.

Acutely aware that Lawley was weakening from blood loss and exhaustion, the aircraft’s bombardier Lieutenant Harry Mason, assisted him at the controls. When Lawley eventually collapsed, Mason helped keep the aircraft under control until the wounded pilot recovered sufficiently to resume command.

The crisis was far from over. With two engines disabled, fuel shortages soon created a new danger. Another engine failed, leaving the Flying Fortress struggling to remain airborne on a single functioning engine. Against all odds, the battered aircraft crossed the English coast.

Relief was short-lived. Fire was once again spreading across the wings and the aircraft was rapidly losing altitude. As the crew searched desperately for somewhere to land, the small fighter station, RAF Redhill, came into view.

B-17 42-38109 ‘Cabin in the Sky’, after crash landing at RAF Redhill. (IWM UPL 55733)

Despite his injuries and exhaustion, Lawley managed to bring the crippled bomber down in a remarkably controlled crash landing. Of the ten men aboard, nine survived and eventually returned to duty. Only Paul Murphy lost his life.*4

For his extraordinary courage, determination, and flying skill, Lawley was awarded the Medal of Honor, the United States’ highest award for gallantry. His citation reading:

For conspicuous gallantry and intrepidity in action above and beyond the call of duty, 20 February 1944, while serving as pilot of a B-17 aircraft on a heavy bombardment mission over enemy-occupied continental Europe. Coming off the target he was attacked by approximately 20 enemy fighters, shot out of formation, and his plane severely crippled. Eight crewmembers were wounded; the co-pilot was killed by a 20-mm shell. One engine was on fire, the controls shot away, and 1st Lt. Lawley seriously and painfully wounded about the face. Forcing the co-pilot’s body off the controls, he brought the plane out of a steep dive, flying with his left hand only. Blood covered the instruments and windshield and visibility was impossible. With a full bomb load the plane was difficult to manoeuvre and the bombs could not be released because the racks were frozen. After the order to bail out had been given, one of the waist gunners informed the pilot that two crewmembers were so severely wounded that it would be impossible for them to bail out. With the fire in the engine spreading, the danger of an explosion was imminent. Because of the helpless condition of his wounded crewmembers 1st Lt. Lawley elected to remain with the ship and bring them to safety if it was humanly possible, giving the other crewmembers the option of bailing out. Enemy fighters again attacked but by using masterful evasive action he managed to lose them. One engine again caught on fire and was extinguished by skilful flying. First Lt. Lawley remained at his post, refusing first aid until he collapsed from sheer exhaustion caused by loss of blood, shock, and the energy he had expended in keeping control of his plane. He was revived by the bombardier and again took over the controls. Coming over the English coast one engine ran out of gasoline and had to be feathered. Another engine started to burn and continued to do so until a successful crash landing was made on a small fighter base. Through his heroism and exceptional flying skill 1st Lt. Lawley rendered outstanding distinguished and valorous service to our nation.

Lawley received his award from Lieutenant General Carl Spaatz at High Wycombe in August 1944.

First Lieutenant William R. Lawley, Jr., is congratulated by Lieutenant General Carl Spaatz on the award of the Medal of Honor, 8th August 1944, at High Wycombe (IWM UPL 55737)

Lawley returned to duty remarkably quickly and, as a First Lieutenant, flew a total of fourteen combat missions before completing his operational tour in June 1944. In September of that year he returned to the United States.

Continued Service

Remaining in military service, Lawley was subsequently assigned as a public relations officer at Hendricks Field Army Airfield near Sebring, Florida, a training base for B-17 and B-24 crews, where he was promoted to Captain.

In January 1945 he completed advanced public relations training at Craig Field, Alabama, and the Air Tactical School at Tyndall Field, Florida. During this period he also served as an aide to General Muir S. Fairchild at Maxwell Field, Alabama.

Lawley’s military career continued to advance. He was later assigned to Headquarters, United States Air Force, in Washington, D.C., serving as an administrative assistant to Major General David M. Schlatter on a special weapons assignment. In August 1949 he was promoted to Major.

As a major, Lawley undertook a series of specialised assignments. He completed courses at the Navy Language School at Fort Myer and the Strategic Intelligence School in Washington, D.C. Following this training, he was posted to Brazil as Assistant Air Attaché, receiving promotion to Lieutenant Colonel and serving there until 1954.

In subsequent years he attended the Air Command and Staff School at Air University, Maxwell Air Force Base, Alabama. Upon graduation he assumed command of the 55th Air Refuelling Squadron at Forbes Air Force Base, Kansas.

Lawley remained on active service for many years, holding a variety of senior appointments at Forbes, including Aircrew Maintenance Staff Officer for the 21st Air Division, Deputy Base Commander, and Deputy Vice Commander of the 815th Combat Support Group.

His final promotion came on 27 March 1959 when he was promoted to Colonel. In January 1963 he became Assistant Phase Chief and Director of Curricular Affairs at the Air War College, Maxwell Air Force Base. After three decades of military service, he retired in 1972.

The Final Chapter

William Robert Lawley Jr. died on 29 May 1999 at Montgomery Hospital, Alabama, aged seventy-eight.

Remembered as a softly spoken, hardworking man with traditional values, he was buried in the Veterans’ Field of Honour, Section 12, Greenwood Cemetery, Montgomery.

His funeral service was held in Chapel No. 2 at Maxwell Air Force Base and was conducted by Colonel Emilio Chaviano. He was survived by his wife of fifty-six years, Amelia “Amy” Lawley, daughters Susan Decker and Anne Sheftic, son William Lawley III, and five grandchildren. *5

RAF Chelveston appears in Trail 66, and RAF Grafton Underwood in Trail 6.

Sources:

*1 “Congressional Medal Winner From Leeds Is Ordinary Boy” The Birmingham News, Birmingham, Alabama, 09 Aug 1944, Wed, Page 10 via newspapers.com website

*2, 3 “Pilots Brings Back Crippled Flying Fortress Safely” Dixon Evening Telegraph, Dixon, Illinois, 3 Jun 1944, Page 8. Via newspaper.com website

*4 Crew of Cabin in the Sky:

Pilot: 1st Lt. William R. Lawley, Jr.
Co-Pilot: 2nd Lt. Paul Murphy (KIA)
Navigator: 2nd Lt. Harry Seraphine
Bombardier: 2nd Lt. Harry Mason
Top Turret/Radio Eng.: SSgt Carroll Rowley
Radio operator: SSgt Thomas Dempsey
Tail Gunner: Sgt. Alfred Wendt,
Ball Turret: TSgt. Joseph Kobierecki,
Waist Gunner: Sgt. Ralph Braswell
Waist Gunner: Sgt Charles J. Spears (Probable)

A surviving crew photograph identifies the aircraft’s second waist gunner as Sgt. Spears. Records from the American Air Museum archive show Charles Joseph Spears serving with the 364th Bomb Squadron, 305th Bomb Group, making it highly likely that he was the crew member shown in the photograph and aboard Cabin in the Sky on 20 February 1944. Definitive confirmation would require a surviving mission loading list or crew roster for the aircraft.

Contemporary crew photographs identify the bombardier as Lt. Harry Mason. The Medal of Honor citation confirms the bombardier revived Lawley after he collapsed.

*5 “Hero: Lawley remained at post until he collapsed from exhaustion”. The Montgomery Advertiser, Montgomery, Alabama, 31 May 1999, Pages 1 and 2. Via newspaper.com website.

Congressional Medal of Honor Society. William R. Lawley Jr. Medal of Honor Citation. Accessed 27 May 2026.

IWM American Archive website Accessed 27 May, 2026

The Hall of Valour Project – William Robert Lawley website. Accessed 28 May 2026

1st Lt. E.S. Michael MOH – RAF Chelveston

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Every airfield has its heroes, and RAF Chelveston was no exception. Among the men who flew from the Northamptonshire base was 1st Lt. Edward Stanley Michael of the 364th Bomb Squadron. In April 1944, while flying a mission deep into Germany, he found himself at the centre of one of the most remarkable survival stories of the American air war. Wounded, outnumbered and flying a crippled aircraft, Michael’s determination to bring his crew home would earn him the Medal of Honour and secure his place in the history of RAF Chelveston.
Edward Stanley Michael was born on 2 May 1918 in Chicago to Stanley William Michael and Lillian Harriet Konior. He grew up in an industrial city defined by machinery, manufacturing and hard-edged practicality – an environment that perhaps influenced his early move into skilled technical work. He attended Chicago High School, graduating in 1936, and by 1940, was working as a machinist, a trade that demanded precision and patience in equal measure.

1st Lt. Michael (Wikipedia)

That practical grounding was interrupted by the growing pressures of global conflict. On 2 November 1940, he enlisted as a private in the United States Army Air Corps and was posted to Wheeler Field, Hawaii, where he was present during the Japanese attack of 7 December 1941. In 1942 he was selected for flight training, entering the demanding programme that transformed enlisted airmen into officers and pilots. By April 1943 he had earned his commission as a second lieutenant and completed both multi-engine and B-17 Flying Fortress training in Arizona and Washington State. It was during this period of intense preparation that he married Bertie Lee Parks in October 1943, later naming his B-17 Bertie Lee in her honour.

Serving with the 364th Bomb Squadron of the 305th Bomb Group at RAF Chelveston, Michael took part in numerous combat operations over occupied Europe and Germany. On 11 April 1944, he was piloting the B-17G Bertie Lee (42-37931) as part of a major bombing operation against targets in Germany, including the Focke-Wulf aircraft factory at Sorau. Other objectives for the 341 B-17s of the 1st Bomb Division included Cottbus, Dobberphul, Stettin and Trechel.

As the formation approached its target area, German fighters launched another ferocious frontal assault, a tactic that had proved highly effective against American bomber formations earlier in the air war. Michael’s aircraft, a Douglas-Long Beach B-17G-20-DL Flying Fortress (WF-D), soon became the focus of a determined enemy attack. To the crew, it appeared that the German fighters had singled them out, pressing home repeated assaults despite the presence of Allied escort fighters and the heavy defensive fire from the bomber formation.

The attack devastated the cockpit. Both Michael and his co-pilot, 2nd Lt. Franklin Westberg, were wounded, vital instruments were destroyed, oil coated the windscreen and the aircraft entered a 3,000-foot dive from which survival appeared impossible. With remarkable determination, Michael managed to regain control, only to discover that the bomb bay, still loaded with incendiaries, was on fire. Damage to the release mechanism meant the bombs could not be jettisoned, and the danger of an explosion increased with every passing moment.

The only apparent chance of survival was to bail out, so Michael gave the order. As the crew prepared to leave the aircraft, he was confronted by a horrific sight. Top turret gunner Jewel Philips was holding his injured eye in his hand while blood poured from a severe head wound. Despite his own injuries, Michael administered what aid he could before helping the gunner to the escape hatch. Philips was one of seven crewmen who managed to leave the aircraft.

With the co-pilot and the injured bombardier, Lt. Leiber, still on board, Michael decided that a crash landing offered their only realistic hope. While the crew fought to save the aircraft, the bombardier eventually succeeded in releasing the burning incendiaries. Through a series of violent evasive manoeuvres, Michael shook off the pursuing fighters and finally reached the relative safety of cloud cover.

Emerging from the clouds, the aircraft came under renewed attack from German flak. Michael brought the Fortress down to almost treetop height and headed towards England. Remarkably, the aircraft continued to respond despite the extensive damage it had suffered. They flew on for as long and as far as possible. Miraculously, they reached the English coast, but by now Michael was exhausted from his prolonged efforts and a severe thigh wound. The co-pilot took over, circling the aircraft while Michael recovered enough strength to attempt the landing himself.

With no hydraulics, the ball turret jammed in the lowered position, the undercarriage locked up and the bomb bay doors stuck open, the odds of survival remained heavily stacked against them. Against all odds, Michael retook control and brought Bertie Lee down at RAF Waltham near Grimsby in Lincolnshire, the damaged aircraft crunching and groaning across the grass before finally coming to a halt.

For his extraordinary actions and determination to save both his crew and aircraft, Michael received the Medal of Honour, the second such award made to a member of the 305th Bomb Group.

Bertie Lee after crash-landing at RAF Waltham (IWM UPL 40113)

1st Lt. Michael’s citation read*1:

For conspicuous gallantry and intrepidity above and beyond the call of duty while serving as pilot of a B-17 aircraft on a heavy-bombardment mission to Germany, 11 April 1944.

The group in which 1st Lt. Michael was flying was attacked by a swarm of fighters. His plane was singled out and the fighters pressed their attacks home recklessly, completely disregarding the Allied fighter escort and their own intensive flak. His plane was riddled from nose to tail with exploding cannon shells and knocked out of formation, with a large number of fighters following it down, blasting it with cannon fire as it descended.

A cannon shell exploded in the cockpit, wounded the co-pilot, wrecked the instruments, and blew out the side window. First Lt. Michael was seriously and painfully wounded in the right thigh. Hydraulic fluid filmed over the windshield making visibility impossible, and smoke filled the cockpit. The controls failed to respond and 3,000 feet were lost before he succeeded in levelling off.

The radio operator informed him that the whole bomb bay was in flames as a result of the explosion of three cannon shells, which had ignited the incendiaries. With a full load of incendiaries in the bomb bay and a considerable gas load in the tanks, the danger of fire enveloping the plane and the tanks exploding seemed imminent. When the emergency release lever failed to function, 1st Lt. Michael at once gave the order to bail out and seven of the crew left the plane.

Seeing the bombardier firing the navigator’s gun at the enemy planes, 1st Lt. Michael ordered him to bail out as the plane was liable to explode any minute. When the bombardier looked for his parachute he found that it had been riddled with 20-mm fragments and was useless. First Lt. Michael, seeing the ruined parachute, realized that if the plane was abandoned the bombardier would perish and decided that the only chance would be a crash landing.

Completely disregarding his own painful and profusely bleeding wounds, but thinking only of the safety of the remaining crewmembers, he gallantly evaded the enemy using violent evasive action despite the battered condition of his plane. After the plane had been under sustained enemy attack for fully 45 minutes, 1st Lt. Michael finally lost the persistent fighters in a cloud bank.

Upon emerging, an accurate barrage of flak caused him to come down to treetop level where flak towers poured a continuous rain of fire on the plane. He continued into France, realizing that at any moment a crash landing might have to be attempted, but trying to get as far as possible to increase the escape possibilities if a safe landing could be achieved.

First Lt. Michael flew the plane until he became exhausted from loss of blood, which had formed on the floor in pools, and he lost consciousness. The co-pilot succeeded in reaching England and sighted an RAF field near the coast. First Lt. Michael finally regained consciousness and insisted upon taking over the controls to land the plane.

The undercarriage was useless; the bomb bay doors were jammed open; the hydraulic system and altimeter were shot out. In addition, there was no airspeed indicator, the ball turret was jammed with the guns pointing downward, and the flaps would not respond. Despite these apparently insurmountable obstacles, he landed the plane without mishap.

After the war, Michael remained in military service, transitioning through the post-war restructuring of American air power and into the newly established United States Air Force. He served in both air transport and operational roles across the United States and the Pacific, attended Air University, and later trained on the B-47 Stratojet during the early Cold War period—an aircraft type that would also become familiar at RAF Chelveston.

Among his many decorations were the Distinguished Flying Cross, Purple Heart and Air Medal with four oak leaf clusters. These, together with a long list of campaign and service awards, reflected a military career that spanned three decades, multiple theatres of operation and the transformation of American air power from the Second World War into the Cold War era. His service ultimately took him to the rank of lieutenant colonel before he retired in 1971 after 30 years in uniform.

Michael later married Louise Erdmann and remained active in military service until his retirement. He died on 19 May 1994 and is buried in Evergreen Cemetery, Springville, Utah County, Utah.

1st Lt. E Michael (kneeling right) with his crew 1943.(US Air Force)

Sources

*1 Congressional Medal of Honour website.  Accessed 5 August 2025

The full story of RAF Chelveston can be read in Trail 66.