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Those who Served
Edna Gadman . Land Army from Sutton Flats, Salford) I would love to hear from Edna Gadman who lived at Sutton Flats, Salford, and served in the Land Army with me at Holland House, Spalding, Lincolnshire. |
Jack Galbraith . Army 5th Btn. The Queen's Own Cameron Highlanders |
Flight Sargeant Norman Leslie Ernest Gale DFM. RAF 57 Squadron from Sway, Hampshire) (d.19th July 1944) My great uncle flew (and died) with 57 Sqd in WW2: Flt Sgt Norman Leslie Ernest Gale DFM, No 1297387 Flight Engineer from Sway, Hampshire.
Died 19/7/44 over France - buried with 3 other members of crew in Bassevelle (East of Paris) They are the pilot, Flt Lt John Alec Bulcraig DFM, wireless operator Sgt Thomas Loughlin from Liverpool, and bomb aimer F/O Edward Chatterton Robson who was from Blackpool. The surviving crew members were, Sgt L.E.S.Manning and Sgt F.J.D.Taylor who both evaded capture and F/O E.H.Ruston who was taken POW and held in Stalag Luft 1.
I'm trying to find out circumstances of both raid my great uncle died on and his DFM
UPDATE:
The Lancaster, DX-L took off at 22:56 on the 18th of July 1944 from East Kirkby to bomb the key railway junction at Revigny. It was coned by searchlights soon after crossing the French coast and while escaping the beams wandered off course. The aircraft was shot down by a night-fighter and crashed at Bassevelle (Seine-et-Marne) Sgt Gale had gained his award in the most hazardous circumstances while serving with No.106 Sqdn, his DFM Citation was Gazetted 28th Sep 1943. His Lancaster, JB146 had taken off at 20:10 on the 31st of Aug 1943 from Syerston and was hit by Flak over Berlin. The pilot F/O Harry Ham and w/op Sgt James Weight were wounded when the Flak struck their aircraft and both later died as a result of their injuries. The crew managed to get the aircraft home but crash-landed at 03:00 on the 1st of Sept on the Romney Marshes in Kent.
The crew were:
- F/O H.D.Ham
- Sgt N.Gale
- F/O C.Pitman
- Sgt J.E.Jones
- Sgt J.W.Weight
- F/S N.D.Higman
- Sgt T.Waller
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Flight Sargeant Norman Leslie Ernest Gale DFM. RAF 57 Squadron from Sway, Hampshire) (d.19th July 1944) My great uncle flew (and died) with 57 Squadron in WW2.
Flt Sgt Norman Leslie Ernest Gale DFM, No 1297387 Flight Engineer from Sway, Hampshire.
Died 19/7/44 over France - buried with 3 other members of crew in Bassevelle (East of Paris). They are the pilot, Flt Lt John Alec Bulcraig DFM; wireless operator, Sgt Thomas Loughlin from Liverpool; and bomb aimer, F/O Edward Chatterton Robson who was from Blackpool.
The surviving crew members were Sgt L.E.S.Manning and Sgt F.J.D.Taylor who both evaded capture and F/O E.H.Ruston who was taken POW and held in Stalag Luft 1.
I'm trying to find out circumstances of both raid my great uncle died on and his DFM
UPDATE:
The Lancaster, DX-L took off at 22:56 on the 18th of July 1944 from East Kirkby to bomb the key railway junction at Revigny. It was coned by searchlights soon after crossing the French coast and while escaping the beams wandered off course. The aircraft was shot down by a night-fighter and crashed at Bassevelle (Seine-et-Marne)
Sgt Gale had gained his award in the most hazardous circumstances while serving with No.106 Sqdn, his DFM Citation was Gazetted 28th Sep 1943. His Lancaster, JB146 had taken off at 20:10 on the 31st of Aug 1943 from Syerston and was hit by Flak over Berlin. The pilot F/O Harry Ham and w/op Sgt James Weight were wounded when the Flak struck their aircraft and both later died as a result of their injuries. The crew managed to get the aircraft home but crash-landed at 03:00 on the 1st of Sept on the Romney Marshes in Kent.
The crew were:
F/O H.D.Ham Sgt N.Gale F/O C.Pitman Sgt J.E.Jones Sgt J.W.Weight F/S N.D.Higman Sgt T.Waller
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Fireman W. Gallacher . Naval Auxiliary Personnel HMS Forfar Fireman Gallacher survived the sinking of HMS Forfar, he was brought ashore and was treated for his injuries in Liverpool. |
Greaser Hugh Gallagher . Merchant Navy SS. Athenia (d.3rd Sep 1939) |
Corporal Charles Henry Francis "Chaz or Carl" Galliers . Army c section 14th reserve MT coy RASC My paternal grandfather Corporal Charles Henry Francis Galliers, RASC "C" section, 14th reserve MT coy, middle east forces in 1941 was in the POW Camp PG78 in Italy after 1942 (not sure of dates) and then stalag IVB during spring 1944 (I have a letter sent home with april 1944 on it). He died 3 years ago, the only memories he told were of being starving hungry in the Italian camp and chewing boot leather to stave off hunger and when a donkey was brought into camp pulling a cart it didn't live to leave! He was treated better by the Germans. I have some photos with a couple of other POWs names on the back - Geoff Galloway and George Frick (?can't read the writing properly looks like Frick) - also some photos of my grandad working on building a war memorial and on the back it reads "newborderf am elbe, (again not sure of spelling) prisoners of war cemetary, taken 7th may 1944". There is also a photo of a german guard - his name on the back " ? officer Siebel". Anyone who has any info about my grandad, his platoon, the camps he was in I would be interested to hear from them. I will send scans of the photos I have later when I have mastered the technology! |
Ldg, Seaman Charles Gamman . Royal Naval Reserve HMS Forfar (d.2nd Dec 1940) |
Flt Lt James Bernard "Bernie" Gant . RCAF Flight Control RAF Middleton St George My dad, James Bernard (Bernie) Gant served in at Middleton St. George. |
Sgt. John Gardner . Royal Air Force 77 Sqd. My father was John Gardner, he was shot down in 1943 and survived by using his parachute and is consequently a member of the caterpillar club. He was repatriated at the end of the war.
Update:
Lancaster JD205 KN-Y took off at 23:50 on the 21st of June 1943 from Elvington. It was shot down by a night-fighter flown by Hptm Manfred Meurer, of 1./NJG1, and crashed at 02:04 at Esch, Noord Brabant, near Boxtel, Holland. The two airgunners lost their lives,and P/O A.Hagan evaded capture, Sgt Hawthorn initially evaded but was captured in Brussels on the 11th of August 1943 the rest of the crew were taken as Prisoners of War. Sgt Gardner was confined in Hospital due injuries.
The crew were:
- Sgt J.Gardner
- Sgt S.H.A.Nicholson
- Sgt F.G.Hawthorne
- P/O A.Hagan
- Sgt D.A.Clark
- Sgt R.H.King RCAF airgunner
- Sgt A.R.Currie RCAF airgunner
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Marion Gardner . Land Army I joined the Womens Land Army in May 1940 and in January 1944 I was sent to work on an 18 acre small holding at Ewell.
In the early summer, as it was so hot, we decided to start work at 5.30am so that we could cut the cabbages from the fields, weigh them and bag them ready for market before the sun was too hot to spoil them.
We used to count the RAF planes going over in formation wo Europe, when they returned we counted them again, to see how many were missing.
On a glorious June morning, with blue skies and sunshine, wave after wave of planes went over. We counted them as usual and guessed that something important was happening.
Hours later we heard them returning, some planes were "limping" home with damaged engines and some were missing. We thought of the lost brave men.
Were they killed or injured or prisoners and we stood in silence with our thoughts.
It was June 6th 1944 and we learned that it was D-Day - the invasion of Europe.
Soon after the flying bombs started they were nicknamed "Doodlebugs" (an American flying beetle).
They were terrifying and we would hear the roar of the engine and see flames coming from the back of the plane as it came over us, then silence as the engine stopped and down it came and exploded.
We were issued with tin hats and instructions to this lying down!!! which was all we could do having no sort of shelter in open fields.
The flying bombs came over from June till September night and day. Then the V2 rockets started. There was no warning sign, only a dreadful explosion as the rocket propelled bomb hit the ground.
During this time we were harvesting a neighbours wheat, the machine cut and tied the bundles of corn. My friend and I "stooked" it was standing four sheaves together to be threshed next day, removing the corn from the stalks.
We had lovely straight rows of stooks down the field, until a doodlebug came over. Then we fell down flat and got up a bit shaky so the line wavered. At that time we had "double summer time" so it was light enough to work till 11pm while getting the harvest in.
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Greaser John Garland . Naval Auxiliary Personnel HMS Forfar (d.2nd Dec 1940) |
C.P.O. G. Garlick . Royal Navy HMS Forfar C.P.O. Garlick was amongst those who survived when HMS Forfar was lost. |
Delmar J Garnhart . US Army HQ 3 Battalion 422 Infantry Regiment My Dad, Cpl. Delmar P. Garnhart was captured at the Battle of the Bulge whilst serving with the 106th Division and was sent to
Stalag 4-A and 4B. I have records that list both. I am seeking any
information on him or these camps. Also looking for two men
that served with him - Clarence Bahlo and Elmer "Buddy" Helwig. |
Henry Lloyd Garriock . RAF 419 Squadron (d.1945-03-15) In front of me is my uncle's log book. He was Henry Lloyd Garriock and was in the 419 Squadron as a navigator. He was killed in action on March 15th, 1945. He seemed to do a lot of flying with a pilot named Sgt Davies. They were shot down together over Sweden on 16/12/43. He then changed over to a pilot named F/Lt McLaughlin.
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Ord. Seaman G. E. Garthwaite . Royal Navy HMS Forfar G Garthwaite is listed as a survivor of HMS Forfar. |
P.O. J. Gaskell . Royal Navy HMS Forfar P.O. Gaskill was amongst those who survived the sinking of the Forfar. |
Eileen Agnes Gasson . Land Army We are trying to track down a lady named Eileen Agnes Gasson who was a member of the Women's Land Army in Tonbridge, Kent in 1945. The reason for this search is that this lady would be the biological mother of my father who was given up for adoption at only six weeks old. My father is going to be 60 this year and any information you may have will be greatly appreciated.
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Frances Ellen Gathercole . Land Army My Grandmother Mrs Frances Ellen Rutterford (nee Gathercole) was one of the land army girls, working on farms in the area of Burnt Fen, a small hamlet Nr Mildenhall Suffolk. Unfortunately she passed away in 2007 aged 86. It wasn't until the family was going through old photos etc. after her death that we found her enrolment certificate, her leaving certificate and a letter from the late Queen mother thanking her for all her hard work. She had never told any one about receiving the letter, so it was a complete shock and honour to find.
I am in correspondence to see if it would be at all possible for my dad to collect her land arm recognition badge in her honour but I am being told no. This is a matter that I feel very strongly about, after all the girls kept the nations going while our men were fighting. If a soldier got killed at war their families are allowed to accept their medals in their honour so why shouldn't we be able to do the same. I would love to know if anyone else out there feels the same. We also have her uniform, an arm band and her medals from the time. Receiving the new recognition badge in the honour of ladies who did their best to keep everything going in our men's absence and succeeded is all we are asking for.
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P/O Roy Hamilton Geddes . RAAF 10th Squadron (d.1943-06-29) |
Ldg Seaman. A. W. Gee . Royal Navy HMS Forfar Ldg Seaman Gee was one of the survivors when HMS Forfar was sunk in 1940. |
W/O H. E. Gell . Royal Air Force 78 Sqd. |
F. C. "Dick" George . Royal Navy |
Engineer Wtr. J. C. George . Naval Auxiliary Personnel HMS Forfar J.C. George was one of the crew members to survive the sinking of HMS Forfar. He had served on the ship before the outbreak of war and remained with her under the T124X Agreement. |
Megan George . Land Army from Leicester, England) My Mum Megan George served in the Land Army during the war and I have a photograph of her in her uniform. All I know is that she was on a farm in Leicestershire and that she had a really good time whilst there. The work was hard but the girls had fun. My Mum died in 1973 at the young age of 52 years but I would love to hear from anyone who may have more information as to where she was stationed and what are their recollections of her. |
Sidney Horace George . Royal Navy HMS Nelson My father, Sidney Horace George, now deceased, served on the HMS Nelson. Does anyone have any information about him please?
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Able Seaman. W. R. George . Royal Navy HMS Forfar Able Seaman George was amongst those brought ashore when HMS Forfar sank. |
Sgt. J. Gerry . RAF 77 Sqd. |
Trooper Stanley Gibbons . Army 59 RECCE My mother married Stanley Gibbons on 23rd January 1943 in Leeds. Stanley gives his rank as Trooper 59 R.E.C.C.E. 4543978. I am compiling a family history and wondered if anyone could give me any information about where Stanley may have served during WW2.
Thank you. |
Rfm. Frank Gibbs . Army 9th Btn. Cameronians (Scottish Rifles) |
Wing Cdr. Guy Penrose Gibson VC, DSO and Bar, DFC and Bar. Royal Air Force pilot 83, 106, 617, 627 Sqd. (d.19th Sep 1944) |
Sergeant Alexander George Gilbert . Army 663 Artisan Works Company Royal Engineers My grandfather was a Lancastria survivor, his name was
Sergeant Alexander George Gilbert, 663 Artisan Works Company, Royal Engineers. Does anyone have any information about him? |
George Alfred Gilbert . Army Royal Army Service corp My grandad, George Alfred Gilbert RASC, was mentioned in despatches during World War II and I would be very interested to know how I can find out what he was mentioned for. |
Steward George Gilbody . Naval Auxiliary Personnel HMS Forfar (d.2nd Dec 1940) |
Ord. Seaman T. Gillen . Royal Navy HMS Hunter T Gillen survived the sinking of HMS Forfar in December 1940. |
William Gillespie . My father was a P.O.W. at Stalag 8b for 4 years.
His name is William Gillespie. Does anyone have any memories of him?
Melvin Gillespie
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Able Seaman John Albert, Charles Gillott . Royal Navy HMS Forfar from Forrest Hill, London) (d.2nd Dec 1940) |
F/S H. Gilmore . Royal Air Force 514 Sqd. Having been shot down on the 3rd of August, F/S Gilmore was interned in Stalag Luft 7. |
Davina Girdwood . Land Army |
Aerographers Mate 1st Cl John Nathaniel "Jack" Given . USNR USS Boise CL-47 My father served on the Boise from early '42 through the end of the war. He was on board for all major campaigns including the Battle of Cape Esperance and McCarther's tour of the Phillipines. As Aerographers Mate or meteorologist, he was positioned near the Bridge of the ship and we have some of the messages or reports.
As with many servicemen that saw action, he didn't speak much about the actual battles or even the war in general. |
Kathleen Godden . Land Army i was in the land army and worked for mr stickels who had a farm in ash near canterbury kent,i would love to hear from anyone who also was a land girl working in that area in 1940 1941. |
P/O John Henry Eaton Goldfinch . RCAF bomb aimer 419 Sqd. from Peace River, Alberta, Canada) (d.10th Oct 1944) |
Able Seaman. H. Golding . Royal Navy HMS Forfar Able Seaman Golding was one of the surviors of HMS Forfar. |
Frederick John Goldsmith . Army My father, Frederick John Goldsmith, was in Stalag 8B all the war years. He was captured at Dunkirk, spent all the years working in the forests cutting wood. He has since passed away and had suffered all his life with depression due to his time in the camp. I have some photos and records plus his ID tags: Federick John Goldsmith british No 1506983, Stalag 8B No 10410.
I also have a POW present sent to Alf Conliff, also at the camp, from Les. This is a lighter made out of a wartime 22mm shell. Other people in the camp, nicknamed Lol, Charlie2, Reddy, Burgess Bottles, Dago, Charlie 1, Nobby, Haggis Dapper and Jahann, I have as a sketch called '50 The Riffs'.
Other things of interest is a photo of Stalag E3, and an E3 Reunion Committee book, classified copy by George Russel and Sammy Wickenden.
After the war they all met up for a reunion, and had some fun in London. They challenged the camp scrounger to steal the old New Scotland yard sign and take it to the Daily Mirror building for proof. This they did.
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Ord. Seaman Joseph Harold Goldstraw . Royal Navy HMS Forfar (d.2nd Dec 1940) |
Petty Officer Wren Pauline Mary Gompers . Womens Royal Naval Service HMS Condor (d.27th Jul 1945) |
Jean Margaret Goodall . Land Army My grandmother Mrs Jean Margaret Phillips, nee Goodall served in the land army as a young girl and has fond recollections of her time serving.
She has told me of a time when she climbed on the wheel of a cart horse and slipped and fell, getting her leg caught in the wheel, she was saved by a "charming" german soldier who she states saved her from losing her leg!
We are very proud of the work she did and have applied for her commemorative badge on her behalf.
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Cpl. T. Goodall . Army The Queen's Own Cameron Highlanders |
T/Sgt Leslie Coulton Goodhead . RAF 1473 Flight 11 FTS 109 Squadron 77 Squadron My father served with 77 Squadron from 24/10/42 to 13/1/44, when he was discharged unfit for further service.
He joined the RFC as a boy, serving from 25/9/1917 to 26/4/19, training as a fitter. He re-enlisted 3/5/1921 to 1/2/1927 becoming an engine fitter and serving in Egypt and Aden. He was in E class reserve and was recalled to service 25/8/1939. He served in France 27/4/1940 to 17/6/1940, when he was able to get a ship to the UK from Brest.
Prior to 77 Sqdn. he served at 11 FTS, 109 Sqdn., Leuchars, and 1473 Flight.
He died in 1967. I have his service papers and a number of photographs from the 1920s of various subjects, plane crashes, Aden countryside, sports teams, etc. |
P/O Leonard Goodkey . RCAF 626 Squadron |
Alfred William Goose . Army 2nd, 7th & 50th Btn Royal Norfolk Regiment My dad came out of France on 16-june-1940(I have a telegram).
While serving in France my dad went to Rouen, Paris, Le-Mans and St Marloi. I am unable to find St Marloi on a French map.
Is there anyone that may have info as to the route they took ? |
Chief Baker D. Gordon . Naval Auxiliary Personnel HMS Forfar Gordon was one of the crew members of the Montrose who remained with the ship under the T124X agreement when she was called for service in 1939. He was listed amongst the survivors when the ship was sunk. |
Sgt. Douglas B. Gordon . RAF air gunner. 460 Sqd. from Fochabers, Morayshire, Scotland) (d.30th May 1943) |
Wing Cdr. William David Gordon-Watkins DSO DFC DFM. RAF 15 Sqd Wing Cmdr Gordon-Watkins was the Commanding Officer of 15 Sqd. He was shot down on the 16th of November 1944 whilst piloting the lead bomber on a mission to Heinsburg. He was the only member of the crew to survive the incident and was captured and held as a prisoner of war in Stalag Luft 1. He had completed over 50 operations and had previously served with 149 sqd.
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June Olive Gorey . Land Army My Mother Jone Gory, joined the Land Army after finishing the factory work she did during the war making plane parts, she was based at a place called Totteridge and she remembers a farmer called Mr Shuttleworth the girls she worked with where Doreen, Joan, Lily, Barbara, Kitty and Joyce . She told how they has to do all the farm duties like picking the crops and ploughing the fields, she is now 82 and still full of life, sadly she loss her husband, my Dad in 2006 which came has a shock. I hope the people might remember her. She left late 1949/1950 due to injury to her ankle. |
Francis Gorgen Gorgen . My grandfather was captured at Kasserine and sent to Stalag 3B and then Stalag 3A. His name is Francis Gorgen. He spent the war as a POW and was liberated by the Russians. He never spoke of any of the experiences he endured, but did curse the Red Cross for trading items meant for the POWs to the Germans. Any info about Stalag 3A or B would be appreciated. |
Eric Gosling . Royal Air Force flight eng. 78 Sqd. |
P/O Keith Gosling . Royal Air Force special operator 101 Sqd. from Frizinghall, Bradford, Yorkshire, England.) (d.21st Jun 1944) Keith Gosling was an ABC operator, he lost his life when his Lancaster was shot down by a nightfighter, returning from operations to Homburg.
The crew were:
P/O D.L.Meier
Sgt I.H.M.Reid
Sgt D.Tanuziello
Sgt L.K.G.Williams
WO2 J.E.McI Nixon
P/O K.Gosling
Sgt E.E.Boyle
Sgt G.T.Douglas
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Assistant Engineer Henry Walter Graham . Naval Auxiliary Personnel HMS Forfar (d.2nd Dec 1940) |
Able Seaman. J. Graham . Royal Navy HMS Forfar Graham is listed as one of the survivors when HMS Forfar was lost. |
Capt. J. A. Graham . Army 1st btn The Queen's Own Cameron Highlanders |
Elizabeth Grant . Timber Corps |
Able Seaman. J. Grant . Royal Navy HMS Forfar Grant is listed amongst the survivors when the Forfar was sunk. |
F/O John Edward Grant . RCAF navigator 433 Sqd. from Toronto, Ontario, Canada.) (d.2nd Dec 1944) |
Campbell Gray . Army 7th Btn. The Queen's Own Cameron Highlanders During WW2 all members of the Parachute Regiment were volunteers recruited from the many regiments throughout the army. I was with the 7th Battalion, Cameron Highlanders. We had had a visit from General ‘Boy’ Browning, who had given us a talk on the role of the Parachute Regiment and asked for volunteers to form the 5th Battalion (Scottish) Parachute Regiment.
About 400 volunteered, and we were posted for training to Hardwick Hall, near Chesterfield, which was the training school for the Parachute Regiment. The big attraction in volunteering was the 2/- (10p) a day extra pay, which doubled our regular pay as we were only on 2/- a day.
The training was very tough, and quite a number of volunteers were returned to their former units as unsuitable. Those who survived the initial training were committed to very intensive training to ensure full fitness.
Training day started at 8am and ended at 6.30pm every day. The training staff bawled and shouted at us all day long, and after a few days we were doing things instinctively despite the shouts of ‘Go, go, go’.
We practised dispatch from aircraft on dummy fuselages of floor- and door-exit aircraft, which were mounted about 12ft from the ground. For the next stage of our training we moved to Ringway Airport in Manchester. There, RAF instructors took us in hand to help us land properly. The normal physical training continued at Ringway. That regime kept us up to peak fitness.
Learning how to descent from aircraft was the next stage in our training. To qualify as a parachutist, we had to do seven descents, two from a static balloon and five from aircraft. Tatton Park in Manchester was the drop zone, and this was where the balloons were located.
Slung from the balloon was a basket roughly eight-feet square with a hole in the base, big enough for a body and parachute to pass through, with a bar above the aperture to hook the static line to. The static line was the means of releasing the parachute from the containing bag to allow it to develop.
Four men at a time with an instructor (RAF) went up to a height of 800ft. My turn eventually came round, and it was then that I began to doubt the wisdom of having volunteered for this branch of the services.
It was quite an eerie feeling as we stood, one man in each corner of the basket, watching the ground get further and further away. The silence was only broken by the whistle of the wind and the instructor’s voice pronouncing, ‘800ft, lads, get ready no. 1.’
No time was wasted in dispatching us. We sat at the edge of the hole in turn, and the instructor did the hook-up to the bar then ‘Action Station’ – hands on edge of aperture, sitting with legs in hole, head back and ‘Go.’
The sensation of falling was terrifying, with a drop of some 180ft before the chute developed. An instructor on the ground with a loud hailer talked us down. There was a tremendous feeling of exhilaration once we were back on the ground, and we couldn't wait to do a repeat performance.
The next stage was dropping from an actual aircraft, in our case Whitley bombers, stripped to carry a stick of ten men. There wasn't a lot of space in this plane, with the round aperture in the floor located about halfway up the fuselage. Five men sat each side of the aperture alternately facing each other. There was little or no headroom, and it was extremely uncomfortable, to say the least.
When the red light above the aperture came on, no. 1 swung his legs into the aperture and awaited the green light that came on in a matter of seconds. Off he went, followed by no. 2, on the other side of the aperture, and the remainder followed in turn.
After finishing the required number of descents, we attended the ceremony for presenting the coveted wings, by which we became qualified parachutists. Once we had completed the course and qualified, refusal to continue was a court-martial offence with imprisonment of normally 56 days.
Our home base was at Larkhill on Salisbury Plains, where we completed our training, being dropped from aircraft, at night and in daytime. The planes were Whitleys, Albemarles, Dakotas and Stirlings.
Around March 1943, the 5th Battalion (Scottish) was scheduled for north Africa, but I had a bout of pleurisy and was sent instead to hospital. When I came out, the 5th was gone, and I was posted to the depot at Chesterfield to join a draft for north Africa to rejoin my battalion.
A few days before embarkation, however, I and a number of others, mostly signallers and mortar men, were taken off the draft and posted back to Larkhill to join a new battalion that was being formed, the 12th Battalion (Yorks), Parachute Regiment.
The endless exercises continued as before in preparation for the invasion of Europe. When, in May 1944, we took off for a transit camp near Keevil, we knew this time it was for real.
The camp was ringed with armed soldiers (not airborne), and no one was allowed in or out. The first morning saw my company marched to a hut and seated for a first briefing.
There was a large map mounted at the end of the hut and covered with a cloth. After a few words of introduction, the briefing offer removed the cloth and revealed a map of the Normandy region of France that showed the German troop positions in the area. In another hut, there was a large sand model of the area that indicated the drop zone, rendezvous point and our objective.
The village of Le Bas de Ranville was our objective. While that of the 6th Division was to secure the bridges of the River Orne and Orne Canal, the waterways running close to each other, and the ground east of the river, and take out the gun battery at Merville. Such action would cover the beaches where the sea landing was to take place. We were scheduled to go in a few hours before the landing.
Briefing took place every morning, and any changes in enemy-troop movements were noted. We were informed that Overlord would take place on 5 June. Adverse weather conditions initially cancelled this, though by evening it was confirmed that we would indeed be going.
At this stage of the war the parachute soldier carried a fairly hefty load, each with a special kit bag strapped to the leg with a 20ft length of rope attached and tied to a waist belt. This we released during our descent. It was quite handy in letting us know in the dark when we were about to hit the ground. In my case I carried a wireless set too, which was wrapped in foam rubber.
We arrived at the airfield near Keevil around 10pm on 5 June and made our way to the enplaning area after drawing chutes. My battalion was being transported by Stirling bombers with Canadian crews. Exit from the bomber was through a rectangular floor aperture at the tail end of the aircraft. Very few of the men had experienced action before, and we were all in good spirits – the great adventure was about to begin.
The signal corporal who was in the next plane to mine came over and shook my hand saying, ‘I'll see you over there, Jock.’ I never saw him again. He disappeared after being dropped in the wrong area with a number of others, all of whom, except him and the signals officer, managed to rejoin us.
It would be around 11pm when we got on our way and taxied to the runway for take-off. I must say that no one felt like talking after take-off, and the noise of the engines made it almost impossible anyway. We were scheduled to be dropped around 1am, our drop zone being a few miles inland.
There was some light anti-aircraft fire as we crossed the French coast.
At last we got the order to ‘Hook-up’ and ‘Stand To’. I was no. 2 to go. We had to rely on the guy behind us handing us the end of our static line, making sure it was free of entanglement prior to hook-up. All eyes were then glued to the lights above the aperture.
When the dispatcher (RAF) bawled ‘Red On’ followed by ‘Green On’, then ‘Go, go, go,’ we went through the aperture as fast as possible. We were going in about 500ft, and it was essential to have a fast dispatch to ensure that we would be closer together on the ground.
It was a moonlit night with some light cloud. I had quite a good descent, landing a bit heavily but safely in a corn field with stalks up to my waist. There was a real danger for us at this point of being shot at by one of our mates, so a simple code system had been devised, the first day being ‘Ham’ to be answered by ‘Egg’, the next day ‘Bread’ and ‘Butter’.
After releasing my harness and dumping the jump jacket – put on over our outer equipment so that our lines on dispatch couldn't snag on anything – I gathered myself together. I had to get myself to the rendezvous point, a quarry just on the approaches to Ranville.
As I proceeded, I heard movement just ahead of me. I went to ground immediately and gave the code sign ‘Ham’ and got the ‘Egg’. It happened to be a signaller of my own platoon, who had injured his back in the drop. We got to a hedgerow at the side of the field, but he couldn't go any further so I had to leave him there and carry on.
We had been told at the briefing not to stop to help wounded or injured men under any circumstances. The objective was top priority and required the maximum number of men to achieve it.
I eventually reached the quarry, guided by the flashing red light of my battalion. Other battalions were guided by a hunting horn or a whistle to their different rendezvous points. The drop zone was coming under fire by this time, but most of us were clear of it by then.
I was the commanding officer’s, the CO’s, signaller and reported to him on arrival. By around 3am we were still at about only half-strength. It turned out that many of my battalion had been dropped in the wrong area, and in some cases it took a few days before they got to us.
In any case, the CO decided to move on to secure Le Bas de Ranville. Resistance was fairly light, the Germans having withdrawn to a wood to the south. By 4am we were well dug in. Things were remarkably quiet for a short time, and then we heard the naval barrage starting and knew that the seaborne landings were about to take place.
Come daybreak our forward position reported enemy-troop movement in our direction, supported by two SP or self-propelled guns. With this forward position were a naval officer and a rating who had parachuted in with us and had established a radio link with a cruiser off the coast. Unfortunately, they were killed in the first assault on the forward position, as was a mate of mine on radio contact with HQ. The forward position, consisting of an officer and 12 men, came under heavy fire and suffered casualties, though the officer and three of the men managed to escape and pull back to the company position. The two SP guns were destroyed by six-pounder guns of one of the other companies.
Another section reoccupied the forward position along a hedgerow. Later that day a further attack was launched on our position. We came under heavy mortaring and SP gunfire, and our casualties were fairly heavy.
That evening we witnessed the remarkable sight of around 500 tug-aircraft and gliders streaming in over the coast to land astride the Orne river and canal. It looked like we were well and truly there to stay. By this time, after having come ashore at Sword Beach and suffered heavy casualties, the commandos had arrived at our position. Our division had secured all objectives and were holding firm despite being under almost continuous heavy fire, which, of course, meant more casualties.
We were pinned down in a small bridgehead and awaiting the fall of Caen before the breakout could take place. My battalion was well under strength. We were moved back and forward along the line, exchanging position with other units.
On D+6 my battalion – what was left of it – were chosen to take the village of Breville, which was heavily defended. We were down to around eight officers and 350 men by this time. We proceeded to a place called Amfreville, where we trooped into the local church for our briefing. The order was that ‘Breville must be taken.’
The Black Watch had tried to take it and had suffered heavily in their attempt. The commandos were holding position on the outskirts of Amfreville, facing towards Breville, and we took up position for the attack on the road alongside them.
The attack, preceded by a barrage at 9.45pm and supported by a few tanks, would be launched at around 10pm. Unfortunately, the first salvo fell short and landed on the road in which we were assembled. Our CO and several HQ personnel were killed and several others wounded.
Just as the attack company moved off, the Germans laid down a counter barrage, and they were cut to pieces in the open ground approaching Breville. I went in with the second company and had to pass through the dead and wounded. The company commander, although lying wounded, waved us on to keep going.
I reached the edge of the village with a number of others, and we got pinned down in a ditch. After taking our bearings we moved out to reach Breville crossroads, exchanging fire as we went. I still had the wireless set on my back but had lost the aerial. The village was virtually on fire from end to end. Things were a bit uncertain, to say least.
At the crossroads we came under very heavy bombardment and again had to shelter in a ditch for what seemed like hours till, eventually, except for some spasmodic small arms fire, we had secured our positions. We lay all night expecting the usual counter-attack, but at dawn patrols sent out reported that no enemy was contacted. Breville had been taken at last, and our bridgehead was complete.
The cost was very heavy indeed, with all our officers killed or wounded. There were 168 dead from all companies and only around 100 of the original battalion left. The following day was spent burying the dead, British and German. I assisted in burying one guy who had been killed alongside the burning church. He was buried where he had fallen.
When I returned to Normandy at the 40th anniversary, I went to Breville. That grave was still there alongside the ruins of the church. Apparently, the people of Breville had asked that it should remain there rather than being removed to Ranville War Cemetery.
Later, Breville became a battle honour for the Division, such was its importance for the Normandy campaign
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Sgt. D. L. Gray . RCAF 419 Sqd. from Canada) |
Stoker 2nd Class. Norman Greaves . Royal Navy HMS Manchester from Salford, Lancashire, England) (d.20 Oct 1942) Norman Greaves was 22 years old whne he was interned by the Vichy French in the Laghouat Camp in Tunisia, after surviving the torpedoing of HMS Manchester. On 20th October 1942 he attempted to escape through the perimeter wire after bribing the Arab sentry with a wristwatch, the Arab sentry took the watch then double crossed him and shot him in the back. A riot by the PoW’s was de-fused by Captain Drew R.N. demanding of the French Commandant that medical attention be given to Greaves. However, he was unconscious and never recovered. His burial service was conducted by the Reverend Donald Bruce Walker, the R.N. Chaplain of HMS Manchester |
Flt. Sgt. Berry Arnold Green . Royal Air Force Volunteer Reserve navigator 106 Sqd (d.16th Dec 1944) Arnold Berry was the Navigator of Avro Lancaster ND682 and lost his life when it was shot down by a night fighter at 03:54 hours on the 16th of December 1944 over the southeast part of the sea of Kattegat by a German JU 88 night fighter of 3./NJG 3. He has no known grave and he is commemorated on the Runnymede Memorial.
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Johnny Green . Army Royal Signals
I have these 2 magazines, from the 36th Division Signals Section, the front 2 covers are shown.
If anybody remembers these and would like full copies, I would be glad to send them. My father Johnny Green contributed to these. If you remember him I would be glad to hear.
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Sgt. Percy Edward Green . Royal Air Force Volunteer Reserve rear gunner 106 Sqd from Feltham, Middlesex, England) (d.16th Dec 1944) Percy Green was the Rear Gunner of Avro Lancaster ND682 and lost his life when it was shot down by a night fighter at 03:54 hours on the 16th of December 1944 over the southeast part of the sea of Kattegat by a German JU 88 night fighter of 3./NJG 3. He has no known grave and he is commemorated on the Runnymede Memorial. He was 39 years old and was married.
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Thelma "Tina" Green . Land Army My mother, Thelma Green, joined the land army and was stationed in Pallington Dorset, I can vaguely remember the stories she told and her smile when she told me the locals called her Tina though I dont know why. Sadly my Mum has been passed away some years now but I would love to hear from anyone who may have known her or been in Pallington at the same time which I believe was around 1948 as she served six years. It would be wonderfull if someone could tell us some stories of that time as knowing my Mum there must have been some good ones. Thank ou |
E R Greenacre DFC. RAF G19 460 Squadron I notice that Russell Thorburn has put up a small paragraph about his
father W.F.Thorburn, who was in the crew of my uncle E.R.Greenacre with
460 Sqn, muster G19.
Over the years I have done a fair bit of research on my uncle and
would be happy to share whatever may be relevant with Russell
Thorburn. For example, their Lancaster DV193 was badly damaged over
Kassel on 22 October 1943, from my uncle's log book: "...hit by
cannon, 2 gunners wounded and severe damage...'. I have the citation
for my uncle's DFC awarded for this sortie and they clearly had a bad
time of it.
DV193 was a 'lucky' aircraft as they did 21 raids in this aircraft,
which was withdrawn from service in Dec 1944, but survived the war to
end as an instructional airframe at St Athans. As DV193 was in a
contract series delivered between May-Nov 1943 and was first flown by
my uncle in August 1943, this aircraft had a life of about 18 months
which was probably fairly remarkable for those times. |
"Fireball" Greer . US Navy Fleet Air Wing 7 "Fireball" Greer was stationed at Dukeswell in 1944/5 |
Florence R. Gregory . Land Army |
P/O Jimmy S. Griffiths . Royal Air Force pilot 576 Sqd. My father was Jimmy Griffiths, who is named on the Elsham Wolds page on your site.
I recently stumbled across your site on Google and I mentioned it to my mum, Jimmy's widow. Below are some memories which she provided. Feel free to use them, edit them as you see fit and please get in touch with me if you would like any more info.
I'm guessing you've read the book 'The Lancaster at War'. If not, it's well worth tracking down, as it contains Jimmy's account of the doomed April 1994 flight as well as a photo of Jimmy with the veteran Lancaster, "Mike Squared":
In April 1944, we arrived at Elsham Wolds to join 576 Squadron as 'new boys'. To our dismay, we were allocated the oldest Lancaster on the station. But just one week and three operations later, the Flight Commander, whose posting to PFF had just come through, yielded to our protests and let us have his new Lanc BIII, LM527 UL-U2.
Briefing was over, final checks had been made on the aircraft and the crews were relaxing in the few minutes left before take-off time, on a lovely spring evening, April 30, 1944 - target Maintenon. I was thrilled at the prospect of flying one of the latest Lancasters, so much superior to old M2, the veteran aircraft I had flown on my first three operations. The runway in use was the shortest one on the 'drome and necessitated revving up aginst the brakes, almost to full power, before take-off, similar to the method employed on aircraft carriers. Time to go - always a tense moment - and we are soon lined up on the runway making the last quick cockpit check. "Rich mixture", "Propellers in fine pitch", "Flaps up", "Fuel gauges OK". Ready to go! Throttles are opened slowly against the brakes until the aircraft throbs with power, straining and vibrating until the brakes can barely hold her. brakes are released and we leap forward. Keep straight by use of throttles and rudder and ease the control column forward to bring the tail up. "Full power!" the engineer takes over the throttles and opens them fully, locking them in that position. The tail is now off the ground, giving full control on the rudders for keeping straight, and the airspeed indicator is creeping slowly up towards the take-off speed.
Something's wrong! We are nearing the end of the runway and haven't yet reached take-off speed. We should be airborne by now! A glance at the instruments shows that, whilst all four engines are running smoothly, they are not giving maximum power. Too late to stop - the fence at the end of the runway is right under our nose - speed is dangerously low. I yank back on the stick and the aircraft labours painfully off the ground. We are on the point of stalling and I have to level out, praying that I'll miss the small hill beyond the fence. I have just time to shout "Wheels up!" when - Crash!!!
The aircraft shudders violently; the nose kicks up at a dangerous angle and I instinctively push the stick forward to avoid stalling. I ease the stick back quickly, flying a matter of inches above the ground which, providentially, is sloping downards. I nurse the aircraft along, still hugging the grass. The speed slowly increases beyond the danger mark and very gradually the altimeter needle creeps away from ZERO in answer to a slight backwards pressure on the stick. I start to breathe again, brushing the perspiration from my brow and feel a cold chill up my spine as I think of the load of high explosive bombs beneath my feet hanging on their inadequate-looking hooks. "A fine start to an operation," I was thinking; but more was to follow.
We were climbing very slowly and I realised from the sluggishness of the controls that all was not well. Charlie Bint, the bomb aimer, climbed down into his compartment in the nose and was able to inform me that the starboard wheel had not fully retracted! It must have taken the full force of impact into the hill. No amount of pumping would budge it either up or down, and I knew we would not be able to continue the mission as it was taking too much power and consequently too much fuel to overcome the drag of the damaged wheel.
I flew east, still climbing very slowly, meaning to jettison the bombload in the North Sea and return to make an emergency landing.
One hour after take-off we had reached 9000 feet and were circling a few miles east of Grimsby, the North Sea looking cold and deserted underneath. I depressed the lever which should have opened the bomb doors but no red warining light appeared! This was serious. I dived steeply and pulled out quickly in the hope of shaking the doors open, but to no avail. The flight engineer reported that the tank for the hydraulic fluid was completely dry. It was obvious that in our attempts to retract the damaged wheel we had pumped all the fluid into the atmospshere through a broken pipeline.
There was no alternative but to return to base for instructions. It was safe to break radio silence now that the rest of the squadron had been on their way for almost two hours. The WAAF radio telephonist lost no time at all in passing my message to the Flying Control Officer and very soon I was talking to the Station Engineering Officer and finally to the 'old man' himself. We were ordered to make further experiments, but when we had tried everything it was finally apparent that we were saddled with a bobmer fully laden with bombs which couldn't be released and a damaged undercarriage which would make landing a hazardous affair not to be contemplated when our bombload was enough to blow an aerodrome to pieces!
"Stand by," I was ordered and we circled round, wondering how long it would take them to reach a decision. Tommy Atherton, the navigator, brought me a cup of coffee out of his Thermos flask and we had a quiet crew conference. "What do you think they'll decide, Skip?" - this from Taffy, one of the gunners.
I spoke the thought that had been in my mind since the bomb doors had refused to budge. "How would you like to join the Caterpilliar Club?" (This is a Club consisting of airmen who have baled out to save their lives.) There was a bit of joking, but it sounded rather forced and I called up the 'drome to ask them to speed up their decision.
"Reduce height to 5000 feet and stand by!" I knew then that I had correctly assumed what the order would be - we were coming down to a level where a parachute wouldn't drift too far from the 'drome!
I reported again at 5000 feet and the next instrcution produced a stir of activity. "Fly upwind and order crew to bale out one at a time. Remain at controls and stand by." The crew needed no second bidding. Through they filed - two gunners, wireless operator, navigator, and engineer, filling the confined space of the cockpit, their parachutes fixed firmly across their chests. Charlie was already in his compartment in the nose, opening the escape hatch in the floor. As they stepped quietly out of my sight to take their turn at jumping, each one shook my hand vigorously as he passed.
In a very short time I was left alone, and very much alone I felt. The roar of the engines seemed to grow louder, the controls seemed heavier and the aircraft seemed suddenly to be larger, more powerful, more sinister. "All out," I advised control.
"Circle and stand by," I was ordered. Then folled the loneliest few minutes of my life and I was glad to hear 'the voice' again. "Fly across the 'drome on an exact course of 080 degrees. Engage automatic pilot ('George'). When exact height and course being maintained - bale out!"
I welcomed the opportunity of having something to occupy my attention and spent quite a long time adjusting the controls until the aircraft was flying 'hands off' at exactly 5000 feet on an exact course of 080 degrees. I engaged the automatic pilot, made a few final adjustments and then, as the 'drome appeared ahead, I hurried down into the bomb aimers compartment where the escape hatch lay open, almost invitingly.
I was glad that I had taken the precaution of having my parachute hooked on before the crew had gone and, with a final quick check, I crouched beside the hatch, my hand already clutching the steel handle of the rip-cord. I sat on the edge of the hole and let my legs dangle. The rush of air immediately forced them against the underside of the aircraft and I allowed myself to roll out into space, head first. I did four complete somersaults, seeing the four exhaust pipes of the aircraft glowing each time I turned over. I was counting one, two, three, four at each somersault and suddenly thought I must be near the ground. I pulled the ripcord handle and it came away so easily that I remember gazing at my hand, which was still holding the handle, and thinking, "It hasn't worked!" Before I could feel any panic there was a rush of silk past my face, followed by a not too violent jerk and I found myself dangling comfortably under the silken canopy. I felt a surge of absoulte exhilaration and was grinning like a fool. I wish I could describe the feeling of power, of remoteness, of unreality, of sheer exuberance I felt. No wonder our paratroops are such grand fighters!
There was no rush of air to indicate downward speed and it came quite a shock, on looking down, to see a field rushing up to meet me out of the darkness and a few scattered houses taking shape around it. I had hardly time to brace myself when I hit the ground, heels first, travelling backward. I sat down with a bump, rolled over in a backwards somersault and pressed the release catch to prevent being hauled along the ground. There was no need: the parachute flopped lazily over me and I lay still for a few moments, not beliving this was reality. I bundled the parachute under my arm and trudged across the field in unwieldy flying boots towards a large house about fifty yards distant. Fortunately there was a telephone in the house and the old couple, whom I eventually wakened, plied me with questions and cups of tea until the car arrived from the 'drome.
All the crew had reported safe landings and some had already been picked up by the time I returned. There were many theories put forward regarding the part failure of the engines and it was finally decided that they must have been running on 'hot' air, a device used under icing conditions, which reduced the amount of power to each engine.
All this time the aircraft was flying steadily onwards towards enemy territory and we learned later that the Observer Corps had plotted its journey more than half-way across the North Sea, maintaining the height and course I had set. The Duty Naviagtor who had given me the course computed that the fuel supply would last until the aircraft was somewhere in the Hamburg area. We can only guess the outcome. Before abandoning the aircraft I had switched on every available light, and I often wonder what the Luftwaffe and the German AA gunners must have though when they saw a large bomber approaching from the direction of England, lit up like a Christmas tree, flying steadily on a fixed course and blithely ignoring flak, searchlights and fighter attacks. I like to think that 'George', guided by his saintly namesake, would point the aircraft in its final dive towards some important military objective, the destruction of which may have contributed in some way to the dramatic collapse of the Reich war machine which was soon to follow.
We then reverted to our origional Lanc, Mike Squared, ED888 UL-M2, which served us well and we completed our tour. Indeed Mike Squared went on to become Bomber Command's top-scoring 'heavy', with 140 operational sorties safely completed.
David Griffiths
I came upon the Wartime Memories Project by chance and was so pleased to see my late husband's name. He was F/Lt. Jimmy Griffiths and he flew 30 missions from Elsham Wolds in Ed 888UL-M2 or Mike Squared, as she was affectionately called. The 30th April 1944 mission was written up by Jim as 'The Pilotless Bomber' and was included in Mike Garbett's book 'The Lancaster at War'.
Jim left Elsham Wolds in 1944. I am sorry I am unable to give any information on F/O Eddie Saslove or on Robert Alonzo Lyons.
We very briefly met one of Jimmy's crew in Glasgow in 1952. As far as I can remember he was George Bryson, who had left the RAF to look after his baby son as his wife had become ill. It is in my mind that his son became a well known writer, Bill Bryson, but I may be wrong about this and Jim is not here for me to check the facts.
Tommy Atherton and his wife Margaret visited us in Market Harborough in
about 1985 and I am still in touch with Margaret although Tom died some
years ago. About that time, we also met Jim Bell (Tinkerbell) who took
over from Jim in 1944. At the time of our meeting, he and his wife lived in Melton Mowbray.
Jim and I attended a reunion at Elsham Wolds about 1984. None of his crew
were there but we met two members of another crew who had been stationed at Elsham at the same time. One of these was called Jim Frost (or Jack Frost as he was nicknamed) and he told us he had come primarily in the hope of meeting my husband again. Jack died a few months later. His friend's name I can't remember but I was glad we had gone and all had enjoyed this reunion.
Sadly, Jimmy died in 1998 but I think his flying days were the most
fulfilling days of his life and he had many happy memories of his time and
friends at Elsham Wolds.
Helen Griffiths
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May Griffiths . Land Army May Griffiths is my mother and will be 80 in January 2009. I intend to throw her a land army themed party and would love to hear from anyone who served in the land army with her.
We are trying to do this in secret as a surprise so cannot ask her too many questions!!!
She joined the land army in 1946 aged 17 and I know she served at Thirsk on a farm and also in Stokesley.
We'd love any friends to come to the party. |
Ord. Seaman Geoffrey Donald Grout . Royal Navy HMS Forfar from Holt, Norfolk) (d.2nd Dec 1940) |
Francis William "Frank" Guest . 2nd NZEF D Company 20th Battalion I'm trying find anyone who may remember my father, Francis (Frank) William Guest, a NZer who fought and was wounded in D Company (I think) of the 2ndNZEF (2nd New Zealand Expeditionary Force) 20th Battalion at the Battle of Sidi Rezegh, Libya in November 1942 before being transferred (via about three Italian camps) to Campo 52 in Chiavari. He was moved to Stalag IVB, Muhlberg, just before Xmas day 1943. In the Italian camp and the German camp, he gave lectures, some of which were for courses accredited by the University of London external degree programme. I'm really keen to find anyone who attended his lectures which were on philosophy, psychology and law. I'm working on a short memoir of him for a history of the University of London external programme. The university has commissioned this history to mark the 150th anniversary of its external programme.
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Sidney Guest . Royal Navy HMS Manchester from Kidderminster, England) Sidney Guest joined the Navy aged 18. He served onboard HMS Manchester during Operation Pedestal, when the ship was torpedoed he was identified as 'essential personell', and transferred to HMS Pathfinder.
In 2006 he was made an honorary citizen of the Maltese capital of Valletta in a newspaper article published in the Dorset Echo at the time he said:
"In many ways it was a nice surprise, but it brought up a few things which I would rather forget.
"I was quite moved when I received it. There are a couple of small incidents I recall that still upset me. I was on action stations on the bridge the whole time. One colleague nearby was firing a gun at German bombers overhead when his gun got stuck. The plane was bearing down on us but I managed to clear the ammunition for him, and he shot it down just in time. Some of the memories are a bit vague, but other parts I remember clearly. I will never forget being on that deck, drowned in seawater. We had plenty of near-misses, and of course I was scared. But I was so busy, I had a job to do and got on with it. We were awake solidly for five days and four nights. How we kept our eyes open and wits about us all that time, I'll never know. I remember longing to get to Valletta to put my head down, but we never got there. Once the merchant ships were in, we got out of there as fast as we could.
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William Joseph Guest . Royal Navy |
Molly Gunn . Land Army I served in the Land Army in Devon. |
Phillip Gunyon . Merchant Navy SS. Athenia |
Mary Elma Guthrie Smith . Land Army I have found several photographs of women who served in the Land Army with my Mother. Their names, as far as I can gather are, B MacMurray (1941), Suzanne Buchanan, (Kippen, 1941), Anne Geddes, (Blairhill, 1946), Jean Galt & Agnes Day (1945, Taken in Dunoon), Mo McPherson (1945, Taken in Dunoon). |
Sgt. Charles Mathieson Guy . Royal Air Force flight eng. 514 Sqd. from Glasgow, Scotland) (d.30th Jul 1944) Charles Mathieson Guy stationed at Waterbeach from 1943
to mid Summer 1944 along with twin brother Robert Calder Guy. Both were killed in action during June and July '44.
Charles was lost when his aircraft went down returning from
Caen over the English Channel on the 30th July 1944. Robert went down at La Celle Le Bordes France on the 8th of June 44 and is buried in the village. Charles had survived a serious crash on return from Nuremburg on the 31st March 1944.
On return to Waterbeach they were baulked on finals by another Squadron aircraft and crash-landed while attempting
to go around. The crew were:
- P/O W.E.Chitty
- Sgt C.M.Guy
- Sgt L.A.Ive
- Sgt R.Fox
- Sgt A.B.Pattison
- Sgt C.Pratt
- Sgt J.Shepherd
Charles' second crew were lost without trace and are commemorated on the Runnymede Memorial.
- F/L W.E.Chitty
- Sgt C.M.Guy
- W/O L.A.Ding
- F/O W.S.Bonell
- F/S J.E.Richardson
- F/S E.W.Jenner
- F/S G.C.Wells
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Flight Sargeant Robert Calder Guy . RAFVR Air Rear Gunner 514 Sqdn from Glasgow, Scotland) (d.8th Jun 1944) Robert Calder Guy who along with twin brother Charles Mathieson Guy stationed at Waterbeach from 1943
to mid Summer 1944 when both were killed in action during June and July '44.
Robert went down at La Celle Le Bordes France on the 8th of June 44 and is buried in the village
along with two colleagues, his twin brother was lost when his aircraft went down returning from
Caen over the English Channel, I am trying to trace P/O W.L. Mc Gowan from Glasgow who evdaded capture
when Robert's aircraft came down or any person who was on the operation to bomb rail facilities in
tactial support at Massy Palaiseau.
Robert's crew was:
- P/O W.L.McGown
- Sgt J.Clarke
- W/O A.N.Durham RAAF
- P/O L.W.C.Lewis
- W/O K.E.Bryan RAAF
- F/S J.G.S.Boanson
- F/S R.C.Guy KIA
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