User:Gunbirddriver/Storage Hulk

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Two daylight raids you missed

  • Danzig, Prussia 11 July 1942
  • Milan, Italy - 24 October 1942 (one week after Le Creusot)

James Pelly-Fry

  • Bateman, Alex No 617 'Dambuster' Sqn Oxford : Osprey, (2009).
  • Gibson, Guy Enemy coast ahead : the illustrated memoir of Dambuster Guy Gibson Barnsley, S. Yorkshire : Greenhill Books, (2019).
  • add detail to the dangers of flying Group 2, thought to be a death sentence or suicide mission.[1]
  • add detail on the photography unit.[2]


  • Promotion to Wing Commander (temp)

15 October 1944 https://www.thegazette.co.uk/London/issue/36798/page/5274 Supplement to the London Gazette, 17 November 1944 1 March 1942 https://www.thegazette.co.uk/London/issue/35503/page/1390. ??


  • London Gazette DSO reference [3]

William Blessing

Squadron Leader (Sqn Ldr) William Walter Blessing DSO DFC, RAAF serving with 105 Squadron, RAF of Braidwood NSW (centre) outside Buckingham Palace after an Investiture, with Miss A P Birch (later became his wife) and her father, Mr. H Birch of London. Sqn Ldr Blessing was awarded the DFC for leadership in the low-level daylight attack on the railway workshops at Paderbornand, deep in Germany in March 1943. Two months later he was awarded the DSO for his part in the daylight attack on the optical glassworks at Jena on 27 May 1943, when he led a flight of Mosquito aircraft through appalling weather and fierce anti-aircraft fire. Sqn Ldr Blessing was lost on operations over Normandy in France on 07 July 1944, and is buried in the La Delivrande War Cemetery near Caen in France. Sqn Ldr William Blessing

John D Nettleton

  • The 44 Squadron formation would be led by 25 year old Squadron Leader John Nettleton from South Africa, a first tourist pilot who had carried out fifteen operational sorties. A former merchant seaman who had joined the RAF in 1938. Memorial to Dorehill

Nettleton was commissioned in the RAF in December 1938. He served with Nos. 207, 98 and 185 Squadrons. He took part in a series of bombing missions and was mentioned in dispatches in September 1940. Nettleton was promoted flying officer in July 1940, flight lieutenant in February 1941 and was a squadron leader by July 1941. In xyz he was assigned to No. 44 (Rhodesia) Squadron, where he initially flew the Handley Page Hampden. The squadron was based at RAF Waddington in Lincolnshire. The squadron received the prototype of the Avro Lancaster in September 1941, and was the first squadron to take delivery of the aircraft.

In April 1942 a daylight bombing mission was planned by RAF Bomber Command against the MAN diesel engine factory at Augsburg in Bavaria southern Germany. The MAN plant produced diesel generator engines, and was responsible for the production of half of the engines used in Germany’s U‑boat fleet. It was to be the longest low‑level penetration so far made during World War II, and it was the first daylight mission flown by the Command’s new Avro Lancaster.[4]

On 17 April 1942, Squadron Leader Nettleton was the leader of one formation of six Avro Lancaster bombers on a daylight attack on a diesel engine factory at Augsburg, near Munich, flying Lancaster Mk I, R5508, coded "KM-B". A second flight of six Lancasters from No 97 Squadron based at RAF Woodhall Spa, close to Waddington, did not link up with the six from 44 squadron as planned, although they had ample time to do so before the aircraft left England by Selsey Bill, West Sussex.[4] When they had just crossed the French coast at low level near Dieppe, German fighters of Stab and II./JG 2, returning after intercepting a planned diversionary raid which had been organised to assist the bombers, attacked the 44 Squadron aircraft a short way inland and four Lancasters were shot down (7 were claimed). Nettleton continued towards the target, and his two remaining aircraft attacked the factory, bombing it amid heavy anti aircraft fire. He survived the incident, his damaged Lancaster limping back to the UK, finally landing near Blackpool. His VC was gazetted on 24 April 1942.[4][5][6]

In July 1943 the Allies invaded Sicily, and were attempting to knock Italy out of the war. To support this effort Bomber Command initiated a series of bombing missions against cities in Northern Italy. Being mid summer, the nights were relatively short, and the distance to the targets were quite long. To reach Turin was a flight of 675 miles over occupied terrain. The bombers could not possibly get back to England before daybreak, and potential interception by German day fighters. Thus the return flights for these missions were routed out over the Bay of Biscay. Nettleton was in his second tour and had become the commanding officer of 44 Squadron. On a mission on the night of July 12/13 he led his squadron to Turin and bombed the target. On the return flight a number of his squadron's aircraft were intercepted off the Brest peninsula by German Focke Wulf 190s of JG 2. Nettleton's aircraft was one of those shot down. Neither he nor any of his crew were found.

London Gazette announcing Nettleton VC

The following year on his second tour Nettleton was placed in command of No. 44 Squadron. He led his squadron on an attack on Turin during the short summer night of 12/13 July 1943. With limited darkness, the return to England could not be flown direct, and had to be routed over the Bay of Biscay. On the return flight his aircraft ventured too close to France, was caught by German day fighters and shot down. He and his crew were never found. [7] [7]

Images:

  • File:Nettleton flying low-level.jpg|thumb|Nettelton racing along at low level
  • File:Nettleton and crew.jpg|thumb|Nettleton and crew sit for a portrait after their surviving the Augsburg raid. Nettleton is sitting in the first row, second from the left

External links



Mick Martin

  • Cheshire became good friends with H.B. “Mick” Martin, DSO and Bar, DFC and 2 Bars, AFC, whom he said taught him everything he knows about low level flying.
  • Squadron Leader Mick Martin (later, Air Marshal Sir Harold Brownlow Morgan Martin, KCB, DSO and Bar, DFC and Two Bars, AFC, Royal Air Force), was the only No. 617 Squadron Avro Lancaster bomber pilot who participated in Operation Chastise, the raid on the Ruhr Valley hydroelectric dams in 1943, to survive the war. He flew ED909/G, AJ P, “Popsie.” Remarkably his airplane also survived World War II. Air Marshal Martin retired from the RAF in 1974. He died 3 November 1988 at the age of 70 years.
  • Obituary in The Times.[8]


Oberiko

  • An extensive edit by K-264 which he describes as "minor", where a great deal of cited material is removed, for no reason other than his own preference in phrasing.
  • This was another extensive edit that was marked as "minor". Worse, the changes made degrade the interest and readability of the piece. Odd edit by K-264

RAF airfield at Gibralter

  • ?
     ?
  • A Lockheed Hudson at Gibraltar
    A Lockheed Hudson at Gibraltar

Edward Fielden

Integers from zero to nine are spelled out as words.

Edward "Mouse" Fielden while CO of 161 Squadron
  • 14 February 1942 W/Cdr Fielden appointed first CO of the newly formed 161 Squadron.[9]
  • 18 November 1942 first attempt to do a pick-up was made with Fielden as pilot. Arrived over the abandoned airfield target but the area was socked in with cloud. Fielden orbited for 30 minutes before heading back to RAF Tangmere without making the pick-up.[10]
  • [11]
  • [11]
  • [11]
  • 'A' Flight commander Hugh Verity led a triple trip in September. Flying to XYZ with McCairns and Vaughn-Fowler, Verity landed first, then taxied to the end of the field and signaled McCairns to land. He landed, exchanged and then took off. Finally Vaughn-Fowler came in. He exchanged and took off again. Verity was the last to leave the ground. The brought eight agents and nine packages in, and take eight agents and five packages out, with total time on the ground at just nine minutes.[12][13]
  • A report on the SD squadrons sent to Intel Air Ministry had the following to say about the group of fliers at Tempsford: "161 Squadron have six very good crews, and the squadron CO is commanded by W/Cdr Pickard who has previous experience of this sort of thing."[14]
  • Prince Bernhard sent 1 million packages of cigarettes to Holland 1/2 September 1942, dropped by Whitleys of 161 Squadron.[15]
  • 161 Squadron used to bomb briefly during the summer of 1942.[16]
A Lockheed Hudson at Gibraltar

Early life

Fielden was born in Bracknell, Berkshire in 1903. He was the son of Dr. Edward Fielden and Maud Jennie Armstrong. Fielden went to school at Heatherdown School, Ascot, and finally Malvern College. Shortly after graduation in 1924 he received a short service commission in the Royal Air Force. By 1925 he was flying the Sopwith Snipe for No. 25 Squadron. He was transferred to No. 23 Squadron in 1926, where he flew the Gloster Grebe. In September of that year he was posted to the meteorological flight at Duxford. After completing his five-year commission he was placed in the Reserve as a flight lieutenant.

Flying the royal family

In 1929, the Prince of Wales purchased a De Havilland Gipsy Moth, and appointed Fielden as his personal pilot. As the Prince's pilot, Fielden was a member of the Prince's staff. All the aircraft he flew and maintained during this period were registered in Fielden's name on the civil register, though they remained the property of the Prince. In October 1933, the Prince appointed Fielden as his Chief Air Pilot and Equerry in Waiting. With the death of King George V on 20 January 1936, Edward VIII succeeded to the throne. On 21 July the unofficial Royal Flight became officially named The King’s Flight, and Fielden was appointed Captain of the King's Flight. An Airspeed Envoy was bought with public funds to replace the aircraft which had been privately owned by Edward.[18] Remaining in the reserve, Fielden was promted to the rank of wing commander. Edward's reign was short-lived, abdicating on 11 December 1936, and was succeeded by his brother George VI. The new king retained Fielden as Captain of the King's Flight, and his role was expanded to include members of the Air Council in addition to the carriage of members of the Royal Family and other important state personages. Fielden managed the flying activities of the Royal Family for more than three decades. His discretion and self-effacement earned him the nickname of "Mouse".

Second World War

With the outbreak of the Second World War Fielden returned to active service in the RAF, though he remained commanding the King's Flight. The King's Flight continued to operate until early 1942, when its aircraft and pilot were needed for a new purpose. A new squadron was formed for a special purpose. Aircraft and crews were pulled away from 138 (Special Duties) Squadron and King's Flight was folding in to create the newly formed No. 161 Squadron. 161 Squadron's role was delivering agents and supplies to occupied Europe. In addition, 161 was to land, pick agents up and return them to England. The most secret unit in the RAF, the squadron was based at RAF Tempsford. Their missions involved long, low level night flights to reach fields that agents had selected for them, not infrequently of dubious quality. Fielden was the squadron's first commanding officer. Meanwhile, though the duties of royal flights were transferred to No 24 Squadron, Fielden maintained his appointment as Captain of the King's Flight, and he continued to accompany His Majesty when he flew, taking time off from his duties as officer commanding No 161 Squadron, and later as Station Commander, RAF Tempsford.

In October 1942, Fielden was promoted to group captain and made officer commanding of RAF Tempsford, where 138 (Special Duties) Squadron and 161 Squadron were based.

Fielden played an important role in directing operations in support of the resistance movements in Europe. He was awarded a Distinguished Flying Cross in April 1943. Later that same year, his services to the Royal Family were recognised by his appointment as a Commander of the Royal Victorian Order. Early in 1945, he was appointed commander of the base at RAF Woodhall Spa.

Post-war career

With the end of World War Two, it was pointed out to the King that air travel would be even more necessary going forward. In May 1946 the King's Flight was reformed with Fielden once again at the helm as Capt, by now promoted to Air Commodore. Following the King's death in 1952, the Flight was renamed The Queen's Flight. Air Commodore Fielden remained as Capt of the Queen's Flight until he retired on 1 January 1962, when he was promoted to Air Vice Marshal and appointed Senior Air Equerry to The Queen.

After the war, in May 1946, the King's Flight was reformed with Fielden once again its Captain. He was created a Knight Commander of the Royal Victorian Order in 1952. Following the death of King George VI on 6 February 1952, he was confirmed in his royal appointment. The unit was renamed as the Queen's Flight soon after the accession of Queen Elizabeth II. He retired from the Queen's Flight in 1962. At the same time, he was appointed Senior Air Equerry to the Queen and promoted to air vice marshal. He was advanced to Knight Grand Cross of the Royal Victorian Order in 1968 and retired as Senior Air Equerry in 1969.

Personal life

On 5 October 1940 Fielden married Mary Angela Jodrell, the daughter of Lieutenant Colonel H. R. Jodrell. He had a son, who predeceased him, and a daughter.

Fielden died on 8 November 1976 in Edinburgh, Scotland, at the age of 72.

To Add

Ward:

  • "Mouse" Fielden was the first CO of 161 Squadron, took command 14 April 1942 when the unit was formed.[19]
  • Initially five Lysanders in A Flight, and five Whitleys and a Wellington in B Flight, plus a Hudson from Benson.[20] ? King's flight contribution? Is this the one Hudson from Benson?
  • A few days after Christmas, 1944, Fielden was transferred to become station commander at Woodhall Spa, a 5 Group station home to the 617 Squadron Dam Busters) and 627 Squadron, another Mosquito outfit.[21]

Awards


  • Mentioned twice in Dispatches [22]

Sources

  • Mosley, Charles, editor. Burke's Peerage, Baronetage & Knightage, 107th edition, 3 volumes. Wilmington, Delaware, U.S.A.: Burke's Peerage (Genealogical Books) Ltd, 2003.
  • Obituary, The Times, 9 November 1976 ?
  • Ward, Chris; Smith, Steve (2008). 3 Group Bomber Command. Barnsley, South Yorkshire: Pen & Sword Books Limited.

Ashcroft

  • When 138 Squadron had its Lysander formation hived off to create a second special duties squadron, W/C Mouse Fielden was chosen as the unit's first commanding officer.{{sfn|Ward|Smith|

The Peerage

The Peerage[23] Air Vice-Marshal Sir Edward Hedley Fielden was born in 1903 at Bracknell, Berkshire, England.2 He was the son of Dr. Edward Fielden and Maud Jennie Armstrong. 3,2 He married Mary Angela Ramsden-Jodrell, daughter of Lt.-Col. Henry Ramsden-Jodrell and Dorothy Lynch Cotton-Jodrell, on 5 October 1940.1 He died on 8 November 1976. He gained the rank of Air Vice-Marshal in the Royal Air Force.1 He was awarded the Air Force Cross (A.F.C.)1 He was appointed Knight Commander, Royal Victorian Order (K.C.V.O.)1 He was appointed Companion, Order of the Bath (C.B.)1 He was awarded the Distinguished Flying Cross (D.F.C.)

Air of Authority

Air of Authority - A History of RAF Organisation [24]

Shortly after transferring to the Reserve of RAF Officers in ?, Flight Lt Fielden was chosen by the Prince of Wales (Later King Edward VIII) to be his private pilot. This involved piloting the Prince's private aircraft, Gypsy Moth G-AAKV, and being responsible for it's maintenance. As the Prince's pilot, Fielden, known as 'Mouse' was a member of the Prince's staff, having retired from the RAF, and all the aircraft he flew and maintained during this period were registered in his name on the civil register, whilst remaining the property of the Prince.

The Prince of Wales held the RAF rank of Air Chief Marshal but with the death of King George V on 20 Jan 1936 and the Prince's accession to the throne as Edward VIII, he became a Marshal of the RAF. As such he was entitled to a communications aircraft provided at public expense. It was therefore decided to replace the new Monarch's own aircraft with an Airspeed Envoy (still civil registered) and place it on official inventory by allocating it to a new unit to known as 'The King's Flight'. At this point, 'Mouse' Fielden was appointed an Equerry in Waiting and at the same time promoted to Wing Commander.

With King Edward's abdication and succession by his brother King George VI, Fielden was confirmed in his appointment and continued as Capt of The King's Flight. The King's Flight continued to operate after the outbreak of WW2 but in early 1942 it's aircraft was absorbed into No 161 Sqn with Fielden as it's commander. 161 Sqn's role was that of delivering and picking up agents from within enemy occupied territory. These flights involved deep penetration flights on dark nights at low level into landing sites, often of unknown quality. Although the King's Flight as such had ceased to exist with royal flights being transferred to No 24 Squadron, Fielden maintained his appointment as Captain of the King's Flight.

As such he continued to accompany His Majesty when he flew taking time off from his duties as OC No 161 Squadron and later as Station Commander, RAF Tempsford. With the end of World War Two, it was pointed out to the King that air travel would become even more necessary in the future and so in May 1946 the King's Flight was reformed with Fielden once again at the helm as Capt, by now promoted to Air Commodore. Following the King's death in 1952, the Flight was renamed The Queen's Flight. Air Commodore Fielden remained as Capt of the Queen's Flight until he retired on 1 January 1962, when he was promoted to Air Vice Marshal and appointed Senior Air Equerry to The Queen.

Citation for the award of the Distinguished Flying Cross.

“Group Captain Edward Hedley FIELDEN, M.V.O., A.F.C.

This officer has flown on various operational missions, some of a most hazardous nature. He has displayed a high standard of operational efficiency, setting an example which has contributed materially to the high morale of the air crews under his command. His great organising ability has proved a valuable asset.”

(London Gazette – 6 April 1943)

Edward Fielden Image Edward Hedley Fielden (1903-1976) figured largely in the flying activities of the Royal Family for more than three decades, and most important royal flights were subject to his scrutiny and recommendation. His discretion and self-effacement earned him the nickname of "Mouse".

His association with the Royal Family began in 1929 when the then Prince of Wales (later to become King Edward VIII), who had acquired a Gipsy Moth, appointed Fielden as his personal pilot. In October 1933 the Prince appointed Flight Lieutenant Fielden as his Chief Air Pilot and Extra Equerry. With the death of King George V on 20 January 1936 Edward VIII succeeded to the throne and on 21 July that same year Fielden was appointed Captain of the King's Flight. Edward's reign was short-lived and he abdicated on 11 December 1936 to be succeeded by his brother George VI.

Fielden was retained as Captain of the King's Flight and his role was expanded. He was charged with the carriage not only of members of the Royal Family but also members of the Air Council and other important State personages. World War II Fielden had remained in the RAF Reserve and was promoted to Wing Commander in 1936. He returned to the Service when World War II broke out. I

In October 1942 he was promoted to Group Captain and took command of RAF Tempsford, where 138 (Special Duties) Squadron was now also based. Fielden played an important role in directing operations in support of the Resistance movements in Europe.

He was awarded a DFC in April 1943. Later that same year his services to the Royal Family were recognised by his appointment as a CVO. Early in 1945 he was appointed commander of the base at RAF Woodhall Spa. After the war in May 1946 the King's Flight was reformed with Fielden once again its Captain. He was created a KCVO in 1952. Following the death of King George VI on 6 February 1952, he was confirmed in his royal appointment and the unit was renamed as the Queen's Flight soon after the accession of Queen Elizabeth II. He retired from the Queen's Flight in 1962 and at the same time he was appointed Senior Air Equerry to the Queen and promoted to Air Vice-Marshal. He was advanced to GCVO in 1968 and retired as Senior Air Equerry in 1969. Fielden died on 8 November 1976 in Edinburgh, Scotland, at the age of 72.

Edward Fielden Shortly after transferring to the Reserve of RAF Officers Fielden was chosen by the Prince of Wales (Later King Edward VIII) to be his private pilot. This involved piloting the Prince's private aircraft, and being responsible for it's maintenance. As the Prince's pilot, Fielden, known as 'Mouse' was a member of the Prince's staff, having retired from the RAF, and all the aircraft he flew and maintained during this period were registered in his name on the civil register, whilst remaining the property of the Prince. - The Prince of Wales held the RAF rank of Air Chief Marshal but with the death of King George V on 20 Jan 1936 and the Prince's accession to the throne as Edward VIII, he became a Marshal of the RAF. As such he was entitled to a communications aircraft provided at public expense. It was therefore decided to replace the new Monarch's own aircraft with an Airspeed Envoy (still civil registered) and place it on official inventory by allocating it to a new unit to known as 'The King's Flight'. At this point, 'Mouse' Fielden was appointed an Equerry in Waiting and at the same time promoted to Wing Commander. - With King Edward's abdication and succession by his brother King George VI, Fielden was confirmed in his appointment and continued as Capt of The King's Flight. The King's Flight continued to operate after the outbreak of WW2 but in early 1942 it's aircraft was absorbed into No 161 Sqn with Fielden as it's commander. 161 Sqn's role was that of delivering and picking up agents from within enemy occupied territory. These flights involved deep penetration flights on dark nights at low level into landing sites, often of unknown quality. Although the King's Flight as such had ceased to exist with royal flights being transferred to No 24 Squadron, Fielden maintained his appointment as Captain of the King's Flight. - As such he continued to accompany His Majesty when he flew taking time off from his duties as OC No 161 Squadron and later, when he was succeeded by Charles Pickard as Station Commander, RAF Tempsford. With the end of World War Two, it was pointed out to the King that air travel would become even more necessary in the future and so in May 1946 the King's Flight was reformed with Fielden once again at the helm as Capt, by now promoted to Air Commodore. Following the King's death in 1952, the Flight was renamed The Queen's Flight. Air Commodore Fielden remained as Capt of the Queen's Flight until he retired on 1 January 1962, when he was promoted to Air Vice Marshal and appointed Senior Air Equerry to The Queen.

W. Guy Lockhart

Conscript Heros William Guy Lockhart and his tour with 161 SD Squadron as a Lysander Pilot 9 Apr 2014

Guy Lockhart first joined the RAF in October 1935. He was granted a short service commission as Acting Pilot Officer and sent to No 2 Flying School at Digby the following month. In October 1936 he was posted to 65 Squadron and in March 1937, to 87 Squadron at Tangmere flying the Hawker Fury. In July 1937 the squadron was moved to Debden and re-equipped with Gloster Gladiators. In May 1938 Lockhart was involved in a low-flying incident at Stoke-on-Trent Municipal Airport at the Empire Air Day Flying Display that resulted in a court martial. He resigned his commission in August and became a flying instructor with the West Suffolk Aero Club. In 1939 Lockhart re-enlisted with the RAFVR as a Sergeant Pilot and after ITU, joined 7 (later 57) OTU flying Miles Master trainers and Spitfires. In June 1941 he was posted to 602 Squadron flying Spitfires. Later the same month he was transferred to 74 Squadron and on 7 July 1941, shot down over France in Spitfire W3317. He evaded capture and returned to the UK in October 1941. The following month he was posted to 138 Squadron as a Pilot Officer (on probation) and in February 1942, transferred to the new 161 Special Duties Squadron, flying the Westland Lysander.

1 March 1942 (SOE Operation Crème): This was F/O Lockhart's first operational Lysander flight to France. He took off from Tangmere at 20.25 hrs in Lysander V9428 and crossed the French coast near Cabourg at 9,500 feet. After some difficulty in finding his target, Lockhart landed in a field near Les Lagnys (Indre, NNE of Chateauroux) at 01.30 hrs. Less than two minutes later, and with his passengers Stanlislas Mangin and Louis Andlauer safely on board, he took off again. The return flight was made at low altitude because of heavy cloud, crossing the French coast east of Cherbourg at 1,200 feet and landing back at Tangmere at 04.07 hrs without incident.

26 March 1942 (SOE Operation Baccarat II): F/O Lockhart took off from Tangmere in Lysander V9367 at 21.25 hrs on with BCRA agent Gilbert Renault-Roulier (Remy) on board. Heavy cloud cover prevented pinpointing his position as they crossed the French coast and Lockhart flew on instruments until he reached the river Loire at about 23.30 hrs. He then turned east to Saumer before turning south for his target. On receiving the correct signal from the ground and responding, he landed in the Roi de Coeur field north-west of St Leger de Montbrillais at 23.45 hrs. He landed close to the landing lights and applied full brakes but the aircraft still ran on and fell into two troughs of ploughed ground. On turning the aircraft, he sank up to the wheel spats and despite applying full power was unable to extricate himself. He sent Remy to get help and the reception party pulled the aircraft around until Lockhart was able to taxi to firmer ground. Two passengers (Christian Pineau and Francois Faure) climbed on board and Lockhart took off again after seventeen minutes on the ground. Visibility was still very restricted by clouds and it wasn't until shortly before the English coast that it cleared enough to make a safe landing at Tangmere, touching down at 01.45 hrs. The photograph (courtesy of Peter White) shows the memorial erected at the landing site commemorating this operation.

24 April 1942 (SIS/SOE Operations Apostle and Jellyfish): F/Lt Lockhart took off from Tangmere in Lysander V9597 at 23.30 hrs and set course for Cabourg but bad weather over the Channel and a failing magneto forced him to turn back. However on retesting the engine five minutes later he found only a marginal drop in performance and so he turned again for France. He crossed the French coast west of Le Havre at 00.30 hrs but worsening weather forced him to return to Tangmere, landing at 01.45 hrs.

26 April 1942 (SOE Operations Gazelle and Jellyfish): F/Lt Lockhart took off from Tangmere in Lysander V9597 at 22.35 hrs with Pierre Beech (Gazelle) as his passenger plus some baggage. The weather deteriorated over the Channel but improved as he pinpointed himself over Cabourg at 23.30 hrs. The weather continued to improve until the target area where there was ten-tenths cloud at 5,000 feet. Lockhart had some difficulty in locating his target but received the agreed signal at 01.45 hrs and landed at Faucon field (10 miles NNE of Chateauroux) three minutes later.

I quote this account of events from Lockhart's report dated 29 April although it should be noted that a subsequent report dated 10 May is nowhere near as entertaining. The later version is presumably the result of a letter dated 4 May 1942 from the Air Ministry to W/Cdr Fielden complaining that S/Ldr Murphy's reports in particular 'rather savours of the mess fireside' but also commenting on Lockhart's original report on Gazelle/Jellyfish, and saying they weren't suitable for passing up the line to C.A.S (Chief Air Staff).

"After some difficulty in finding the target, I received the agreed signal at 01.45 and touched down three minutes later. Unfortunately the landing ground was on a hill and as I descended Mother Earth came up to meet me, the result being a dull thud. The engine commenced to burn with considerable ill-feeling so I switched off and searched for a fire extinguisher, but could find only an incendiary bomb. Meanwhile Gazelle disembarked with luggage and faded into the gloom, leaving me to go up with the aircraft like a good Captain. After six or seven minutes I was about to burst into tears as a last resort but this was unnecessary as the flames died out unaided. I therefore started up and taxied back to light A where the two passengers embarked like men possessed. Airborne again at 02.00, I set course for Cabourg, pinpointing myself there at 03.15. Weather was bad over the Bay of the Seine but excellent over the Channel. I called up Medoc when five miles south of Littlehampton and landed at 04.00."

The two passengers were Gaston Tavian (Collin) and Lt de Vaisseau Mariotti (Rousseau) and it was Tavian who had chosen the landing field and nearly caused a disaster – future landing sites were only to be selected and marked by agents trained in England.

28 May 1942 (SOE Operation Gean): F/Lt Lockhart took off from Tangmere in Lysander V9597 at 23.25 hrs. He was carrying one passenger and 150lbs of baggage and intended to fly to landing field north of Chateauroux, 2 kms east of Les Vignots. Although the weather was fine across the Channel, it deteriorated as he approached his target area. Receiving no return signal from the landing field, nor the two alternate fields that he circled for an hour, he was forced to abandon the mission and return to Tangmere, landing at 05.20 hrs.

That same night, F/Lt John Mott landed his Lysander near Issoudin (SIS Operation Tentative) to deliver radio operator Alex Nitelet for the Pat O'Leary escape line. Mott's aircraft had bogged down on landing and although Nitelet got away, Mott was soon arrested. Mott was sent to la Chatre barracks at Chateauroux where he joined André Simon, the landing officer for Guy Lockhart's operation who had been caught earlier ...

On the nights of 23/24 June, 25/26 June and 26/27 June, F/Lt Lockhart flew one of four Lysanders tasked with bombing missions to Normandy, the first to the marshalling yards at Sequeux and the other two to a chemical works at Oissel. Each Lysander carried two 250lb bombs but I have no details of the success or otherwise of these operations. There was a period from June to August 1942 when the networks in France were in such turmoil that pick-up operations were suspended and so the Lysanders were sent on alternate missions to France - 161 Lysanders also carried out at least two more similar bombing raids at the end of July.

23 August 1942 (SIS Operation Mercury): S/Ldr Lockhart took off from Tangmere in Lysander V9597 at 21.45 hrs with one passenger (who Verity identifies as the Belgian agent William Ugeux). His target is given in latitude and longitude and corresponds to a present-day airstrip at Thalamy (east of Ussel, Limousin) where he landed at 01.05 hrs. Lockhart reports the field as being excellent except that it is on a slope and that the flare path had been laid down-wind and down the hill, requiring him to switch off his engine to avoid the aircraft from running away. He was on the ground for eight minutes, during which time his passenger got out to be replaced by another (identified as Leon Faye (Aigle) of Alliance) before taking off again at 01.13 hrs and landing back at Tangmere at 03.55 hrs.

31 August 1942 (SIS Operation Boreas II): S/Ldr Lockhart took of from Tangmere in Lysander V9597 at 21.50 hrs. His target is given in latitude and longitude and corresponds to a field near Arbigny (about 20 kms NNE of Macon) but whether this was his intended destination (he circled Catfish first without receiving any signal) or where he actually landed (Boreas 2) is not clear from the report. Lockhart touched down at 01.45 hrs to deliver one (unidentified) passenger and three packages but on taxiing, crashed into a grass covered ditch and destroyed the aircraft's undercarriage. This incident was later described by the OC of 161 as an inexcusable error on the part of the ground party.

"I then destroyed the IFF and disembarked the passenger, who, with reception committee, made their escape after arranging that I would wait one hour before burning the aircraft. At 02.10 heard a Lysander (see below) overhead and gave signal of letters of my name, but received no response. At 02.55 hours, having destroyed auxiliary petrol tank with axe, I set fire to aircraft with incendiary bomb. Aircraft burst into flame at once and went on burning for two hours (I received information the same afternoon that the aircraft was entirely destroyed, type practically unrecognisable). After destroying the aircraft I followed the reception party to pre-arranged rendezvous."

The only other Lysander pilot out that night was P/O McIndoe on Operation Catfish who reported a series of dots from torches from the ground which he apparently interpreted as a warning not to land. The established procedure for ground parties was for the landing lights to be extinguished immediately after the aeroplane had touched down, so when McIndoe arrived there would have been no lights showing. The agreed signal from the ground to tell a pilot there was a problem and that he was not to land, was a series of flashes, and in the continued absence of a flare path, to leave the area, so McIndoe's actions seem entirely reasonable.

The reception party would have included Lockhart's intended passengers for the return flight Christian Pineau (who Lockhart had collected in March and who had subsequently returned to France in April) and Jean Cavailles.

I don't have the details of Lockhart's (second) evasion from France but whatever the story, Lockhart was picked up from the beach at Narbonne on the night of 5/6 September by the Polish felucca Seadog and taken to Gibraltar on Operation Leda. Lockhart was flown from Gibraltar to the UK and returned to Tempsford on 13 September. It is believed that Lockhart was helped in France by Yves Farges and it may be possible to get details of his evasion from ‘Histoire de la Resistance – Rebelles, Soldats, Citoyens' by Yves Farges - but I don't have a copy ...

18 November 1942 (SOE Operations Skid and Skate): S/Ldr Lockhart took off from Tangmere in Lysander V9353 at 20.55 hrs. He had two (unnamed) passengers and six packages on board to deliver to Les Lagnys field 15 miles NNE of Chateauroux. Lockhart flew in formation with P/O Vaughan-Fowler in a second Lysander as far as the Loire where they lost contact and reported dense cloud from 2,000 to 5,000 feet with thick fog around the target area. He circled the target several times but received no signals from the ground and so at 01.10 hrs set course for Cabourg (sic). He flew below the cloud to the French coast before climbing into the cloud and then encountered search-lights and heavy flak near St Malo. After 'extensive evasive action' he climbed out of the cloud near Jersey where he was attacked by seven Fw190s.

Two made a head-on attack while another fired by rear starboard quarter. Throttled back and spun down to cloud cover. Was fired on accurately in cloud so dived for sea level. Passenger warned of another fighter astern and after avoiding balloon, climbed into cloud again. Flew in cloud for twenty minutes asking for heading. Received information I was over Selsey Bill (Sussex) three minutes after passing over Alderney (Channel Islands). Continued in cloud until estimated in mid-channel and gave order “prepare to jump”. After further agreement with Zonia, Woodcock, Pelmet, Medoc and passengers decided not to jump. Landed at Warmwell (Dorset) at 04.40 hrs. Took off with 215 gallons, landed with 5 gallons.

I believe that Zonia, Woodcock, Pelmet and Medoc were DF homing stations or radio direction aids and (I am told on good authority) were used together with a Dalton computer strapped to the pilot's leg.

17 December 1942 (SOE Operations Chub, Minnow, Menhaven and Starfish): S/Ldr Lockhart took off from Tangmere in Lysander V9283 at 21.20 hrs. He had two passengers (Louis Kerjean and Jean Simon) and eighteen packages to deliver to the Univers landing field at Chavannes, south of Bourges, and two passengers (one of them Cdt Marchal) for the return.

"I was airborne at 21.20 and after contacting Zonia set course for Cabourg. With no delays I reached the target at 00.30 in the face of a headwind. The signal was received promptly and I landed over the wood from NNE to SSW touching down precisely at light A. After passing light B there was a severe jolt and I found elevators and rudder were inoperable. I climbed down and found the tail wheel snapped back into the fuselage. After breaking bottom rudder struts to free the rudder, I embarked with two passengers and took off on the tail trimmer as the stick was immovable fore and aft. Luckily became airborne. Flew aircraft by throttling back and stalling aircraft every two-three minutes to allow nose to fall to horizon. Finally landed at base at 04.00 hrs, again by use of tail-trimmer and throttle."

22 December 1942 (SIS Operation Jaguar): S/Ldr Lockhart took off from Tangmere in Lysander V9367 at 20.00 hrs. His destination was a field at Sermoyer, near Macon, where he was due to collect an SIS agent. Visibility was clear until Lockhart reached Blois (on the river Loire) at which point he encountered thick fog and cloud, forcing him abandon the mission and return, landing back at Tangmere at 02.30 hrs.

In Janury 1943 S/Ldr Lockhart was transferred to the Air Ministry (A.I.2c) and in November 1943, to the newly formed 627 Squadron at Oakington flying the de Havilland Mosquito - but that's another story ...

He died 27/28 April 1944 while flying for No. 7 Squadron when his Lancaster was shot down. Aircrew remembered

References

Peter Tazelaar

Dutch article on Erik

References

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