Data Loading...
Dragon’s Teeth to Confidence - 644 VGS Flipbook PDF
1 of 33 644 Squadron – Royal Air Force Dragon’s Teeth to Confidence Dragons’ Teeth In Greek myth, dragon's teeth fea
233 Views
140 Downloads
FLIP PDF 673.08KB
644 Squadron – Royal Air Force Dragon’s Teeth to Confidence
Dragons’ Teeth In Greek myth, dragon's teeth feature prominently in the legends of the Phoenician prince Cadmus and the mythalogical hero, Jason's quest for the Golden Fleece. In each case, the dragon's teeth, once planted, would grow into fully armed warriors. Cadmus was the bringer of literacy and civilization, killed the sacred dragon that guarded the spring of Ares. The goddess Athena told him to sow the teeth, from which sprang a group of ferocious warriors called the spartoi. He threw a precious jewel into the midst of the warriors, who turned on each other in an attempt to seize the stone for themselves. The five survivors joined with Cadmus to found the city of Thebes. Jason obtained the remaining dragon's teeth with the aid of Aeetes of Colchis. He offered the Golden Fleece to Jason if Jason would sow them into the ground. Jason did this and successfully overcame the warriors with the aid of Medea, who gave him the means to resist fire and steel. The classical legends of Cadmus and Jason have given rise to the phrase "to sow dragon's teeth."
1 of 33
No 644 Sqn‟s badge bears the motto „We Sow the Dragons‟ Teeth‟, The teeth in question refer to the squadron‟s wartime role of delivering secret agents and their equipment to occupied Europe and the support that it provided to the resistance movements in those countries. Thus planting the seeds and helping them to grow into fully armed warriors. In essence the seeds of ultimate victory. The crescent moon represents the fact that the majority of the squadron‟s missions were carried out at night. The rampant winged horse, Pegasus is the symbol of the British Airborne forces, with which, as we will see below, had a close relationship with 644 Sqn.
The Squadron is Formed The Special Operations Executive (SOE) was formed on 22 July 1940. It was also known as "Churchill's Secret Army" or "The Ministry of Ungentlemanly Warfare" and was charged by Churchill to "set Europe ablaze." More officially its role was to conduct warfare by means other than direct military engagement. Its mission was to encourage and facilitate espionage and sabotage behind enemy lines. Clearly the ability to deliver agents and supplies to occupied Europe would be paramount to ensure the success of these activities and the RAF was charged with providing this support. Many senior RAF Commanders however did not consider the secret war waged by the Special Operations Executive (SOE) to be very gentlemanly and certainly not something that the RAF should support which was one of the reasons why the Special Duties Squadrons were never given any of his precious Lancasters, but rather, less capable bombers like the Halifax, Wellington and Whitley. Indeed, up until August 1941, the number of UK-based aircraft available for full-time work on clandestine operations was just five. This figure was still under 30 by the end of 1942. An increasing need to support SOE activities and for transport and airborne assault squadrons became apparent when the build up for Operation Overlord, the D-Day landings in Normandy, started. By the spring of 1944 sixteen RAF squadrons had been allocated the task of working with the SOE and airborne soldiers. Ten of these formed part of 38 Group under the Allied Expeditionary Air Force and were equipped with Sterlings, Albermarles and Halifaxes. These would be capable of towing Horsa and the heavier Hamilcar gliders and dropping special agents. Six squadrons of Dakotas formed part of 46 Gp under Transport Command, being employed primarily for dropping paratroops but also for towing Horsa gliders or dropping supplies and special agents. The tasks of these squadrons might have been considered less glamorous than those of the fighter, bomber and coastal squadrons – in fact they were sometimes described as „bus-driving for brownjobs‟ – but in the next few weeks they were to perform a key role in the invasion. On 23 February 1944 'C' Flight, No.298 Squadron split away to form the nucleus of No.644 Squadron at Tarrant Rushton, near Blandford in Dorset ,with Halifax V glider tugs. The squadron was to be one of the ten squadrons allocated to No 38 Group. The former 'C' Flight Commander, Squadron Leader A.G. Norman DFC was appointed as the new squadron's first Commanding Officer. No.644 Sqn rapidly built up and trained as an operational unit in the supply dropping and glider tug roles. However, accommodation at Tarrant Rushton was very limited so
2 of 33
most of the work-up flying for the newly-arrived crews was done from Chelveston, Northants, alongside a USAAF unit. During March, the Squadron achieved a full establishment of 30 Halifaxes and a new Commanding Officer, Wing Commander V.A. Pope was posted in.
Wg Cdr VA Pope, First OC 644 Sqn
First Operations and Losses No.644 Squadron flew its first operational sortie on the night of 30 March 1944 when it dropped weapons to SOE resistance forces in France. By the end of April, it had flown 46 such operations for its first operational loss, LL228 piloted by Flight Lieutenant Frank Cleaver was lost during his first mission over southern France, all crew were alive except Air Gunner Hoddinott who jumped too late.
Sgt D J Hoddinott, 644 Squadron‟s first casualty In fact all of Cleaver‟s crew bailed out except for Cleaver himself who crash landed the aircraft. The Navigator, NF Wyatt was captured and made a PoW. Cleaver and the remainder of his crew, Bomb Aimer A B Matthews, Wireless Operator J F Franklin, and Flight Engineer R P Hindle evaded capture and with the assistance of the French Resistance returned to the UK.
3 of 33
In between these missions the Squadron participated in numerous exercises alongside the Airborne Forces; the speciality of the powerful, four-engined Halifax aircraft being the towing of the very large Hamilcar gliders.
A Halifax of 644 Sqn towing a Hamilcar Glider Such exercises were naturally free from enemy interference, however they were nevertheless dangerous, and during one exercise on 27 May, Halifax LL346, towing a glider crashed into a wood upon take-off. Sadly on this occasion, none of the Halifax crew escaped with Pilot A L Wood, Navigator D A Hayward, Bomb Aimer T M Stewart, Wireless Operator I T Frank, Air Gunner W F Wolf and Flight Engineer F M Lavery losing their lives. Halifaxes of No.644 Squadron were fitted with Gee and Rebecca Mk II to allow more accurate navigation, and the early trouble-prone Merlin XX engines were replaced by more reliable Merlin 22s. Merlin 22s were important because in 38 Group, only Merlin 22 engined aircraft were cleared to tow the Hamilcar . On 22 April 1944, No.644 and 298 Squadrons laid on a demonstration for General Eisenhower, the Supreme Commander British and US Armies in Great Britain, Air Chief Marshall Sir Trafford Leigh-Mallory, KCB, DSO, Commander-in-Chief of the Allied Expeditionary Force controlling the air cover required for Operation Overlord, and Air Vice Marshall Leslie Hollinghurst, CBE, OBE, DFC, AOC 38 Group. 6 Halifaxes and glider combinations took off at 30-second intervals and, after gaining height, released the gliders which landed simultaneously. It demonstrated the ability to concentrate airborne troops in an assault.
Gliders Go To War Planning for this type of airborne operation went back to the bleak period after th e evacuation at Dunkirk. The British had already decided to form an airborne force, and on June 11, 1940, Winston Churchill sent a memorandum to the Chief of Staff exhorting him to increase the numbers as rapidly as possible to 5,000 men. Volunteers were called for, and the first came from Numbers 1 and 2 commando. Soon afterwards, RAF Ringway near Manchester was selected for training this airborne force, becoming the home for the Central Landing School. It was proposed to use gliders as well as paratroops, since the aircraft could carry a greater number of troops as well as heavy weapons, and thus achieve a much quicker concentration of force.
4 of 33
In September 1940 the structure of the airborne forces was discussed by the Army and the RAF. Obviously the soldiers would have to remain under Army command, but the RAF would provide the aircraft tugs and their aircrews. The RAF was also required to train the glider pilots and issue specifications for military assault gliders, none of which existed in Britain. A Glider Training Squadron was formed at Ringway and volunteer pilots were recruited, principally from the Army but also from the RAF. Elementary flying training took place in Tiger Moths, followed by training in small civilian gliders which had been donated to the war effort. Tiger Moths were also used at first for towing these gliders but soon afterwards Whitleys, which were by then obsolete as bombers, became available both as tugs and for paratroop training. Hawker Hectors were also used as tugs in these early days. The first glider produced for use by the airborne forces was the General Aircraft Hotspur, which could carry eight troops and a single pilot. This appeared in April 1941 and about 1,000 were built. However, the Hotspur was not considered large enough for the tasks ahead, even though it met the original specification, and it was relegated to the role of a trainer. Meanwhile much discussion took place as to which service the glider pilots should belong, and eventually it was decided that they would be Army personnel. In December 1941 the Glider Pilot Regiment was formed. The men first received about six weeks of military training and then went on to an Elementary Flying Training School on light aircraft, followed by eight weeks on Hotspurs at a Glider Training School. When the Airspeed Horsa assault glider, which could carry 20-25 troops, appeared in June 1942 the pilots spent fours more weeks on a conversion course.
Airspeed Horsa In 1944 it was decided to train first pilots, who were given the rank of staff sergeants and wore a brevet with a lion over a crown between the wings, and second pilots, who became sergeants after a shorter course and a wore a brevet with a „G‟ between the wings.
5 of 33
Airborne Forces First Pilot Wings
Airborne Forces Second Pilot Wings
The first pilot took off and landed the assault glider, which weighed seven tons when fully loaded. The second pilot flew the glider when on tow and was expected to land only in emergencies.
Normandy Of all the dramatic events on June 6th, 1944, one operation in particular which involved the Glider Pilot Regiment and British airborne troops in combination with 644 Sqn shines out as a magnificent, courageous and successful achievement. This is the story of the capture of two bridges over the River Orne and the Caen Canal Pegasus and Horsa Bridges. The British airborne forces consisted of the 1st Airborne Division and the 6th Airborne Division, the latter number having been allocated in the hope that the Germans would be fooled into believing that the British possessed six such divisions in addition to the American airborne forces already in England. The soldiers were, of course, either paratroops or airborne in gliders. Their tasks on D-Day were to seize certain tactical positions and hold them in advance of the arrival of the seaborne forces. Within these tasks, that of the 6th Airborne Division was to secure the eastern flank of the British Second Army, which was ordered to land between Ouistreham and Graysur-Mer on what were codenamed Sword and Juno beaches. First, it had to capture intact the two bridges over the Caen Canal and the River Orne, both of which ran from Caen to the sea at Ouistreham, so that the seaborne forces could continue to advance and secure their bridgehead. Secondly, it had to destroy the heavily fortified gun battery at Merville, on the eastern side of the Caen Canal opposite Ouistreham, since this could fire directly on to Sword beach. Thirdly, it had to blow up five bridges over the River Dives to the east, to prevent German reinforcements moving up to the British flank from that direction.
6 of 33
The capture of the two bridges near Ouistreham was codenamed Operation Deadstick and the task was allocated to the glider borne troops of the 2nd Battalion, Oxfordshire and Buckinghamshire Light Infantry. From this regiment, D Company and two platoons of B Company, together with sappers from the Royal Engineers, were selected and placed under the command of Major R. John Howard. The sappers were included in the assault force to secure the bridges and to dismantle demolition charges which the Germans were believed to have set. It was estimated that this force of about 170 British soldiers, approaching silently and then grouping together speedily in two sections, would achieve a „coup de main‟ assault by overcoming the defending Germans, who were thought to number about 50 soldiers in the immediate vicinity of the bridges. Pilots of C Squadron, Glider Pilot Regiment, were detailed for the operation, as were RAF crews of Halifax Vs of 644 and 298 Sqns. Both of these squadrons were based at Tarrant Rushton, and at the end of May 1944 all the men involved in the operation moved to that station, to begin a short but intensive period of training and preparation, both in the air and on the ground. Models of the targets were constructed from aerial photographs and made available for study. The force subsequently consisted of 138 men from the Ox and Bucks and 30 men from the Royal Engineers, in six Horsa gliders. Three of these gliders, towed by Halifax Vs flown by Fg Off W.W. Archibald, Fg Off G. Clapperton and WO J.A Herman of 644 Sqn, were detailed to attack the Orne Canal bridge. The other three gliders towed by Halifax Vs flown by Wg Cdr D.H. Duder, WO A.K. Kerry and WO G.P. Bain of 298 Sqn were detailed for the River Caen bridge. The RAF named the assault Operation Coup de Main.
A Halifax Taking Off Towing a Horsa The six Halifaxes took off from Tarrant Rushton at about 2300hrs GMT on June 5, 1944, towing the Horsas. The flight over the Channel was fairly smooth although there was a lot of cloud and traveling in a glider was never comfortable. The troops had blackened their faces and carried so much equipment that the gliders were overloaded. Many of them joked, laughed and sang during the flight, as men often do when they are about to go into battle. The Horsa, made in timber and plywood sections by furniture manufacturers, was known inevitably as „the flying coffin‟.
7 of 33
A few minutes before midnight, it was possible to pick out the coastline of France and the estuary of the River Orne at Ouistreham. The 644 Sqn Halifaxes released their gliders at 6,000ft, while the other three were released at 4,500ft, when both targets were about four miles to the south. As a deception, the Halifaxes continued on course to Caen, where five of them succeeded in bombing a munitions factory. One Horsa, flown by Staff Sgt A. Lawrence and intended for the bridge over the River Orne, was mistowed and came down near the River Dives to the east, where the troops captured another bridge, and then fought their way back to the correct landing zone. The first pilots of the other five Horsas glided down to the east of the River Orne, using gyro compasses and altimeters. Their second pilots called off timings from stopwatches and on ETA the gliders turned west, on the next legs to their targets. The ground was partially obscured by cloud but the pilots were able to pick out the silvery streaks of the river and canal, as well as the bridges. They lowered flaps, lost height rapidly, and turned in toward their targets. On the final approaches they streamed arrester parachutes, which had been specially fitted for the operation, and steadied up for the landings, warning „Hold tight – landing now!‟ The troops had already opened the sliding doors and braced themselves, ready for the critical moments of landing. As the gliders bumped over the ground, with sparks showering from their skids, the pilots jettisoned the arrester parachutes. At 0016hrs GMT the glider flown by Staff Sgt Jim Wallwork crashed through the perimeter wire at the eastern side of the canal bridge, in the precise spot planned back in England. Fifteen yards behind him, Staff Sgt P. Hobbs‟s glider slewed round and broke in half. The third glider, flown by Staff Sgt G. Barkway, landed ten yards away, in some marshy ground. The glider was quite badly damaged and one soldier was drowned, becoming the only casualty of the landings. The remaining two gliders also landed exactly as planned, to the west of the bridge over the River Orne. Staff Sgt R. Howard made a careful approach and spotted his target when at 1,200ft. He passed over a line of trees and skidded to a halt about 300yds north of the bridge. Behind him, Staff Sgt S. Pearson put his Horsa down in a field 400yds away. No 644 Sqn had delivered the first assault troops to land in France on D-Day. The achievement of the glider pilots and the crews of the Halifaxes who had towed them was later described by Air Chief Marshal Sir Trafford Leigh-Mallory, the Air C-in-C of the Allied Expeditionary Air Force, as „one of the finest pieces of airmanship thus far in World War Two‟. It was the turn of the airborne troops to achieve an equivalent success. The German defenders at the river bridge dropped their weapons and ran away, enabling Lt „Todd‟ Sweeney to report its capture over the radio to Major Howard at the canal bridge, with the code „Ham and Jam‟. But the bitter fight was in progress at the canal bridge. From Wallwork‟s glider, Lt Den Brotheridge led A platoon through the wire and over the bridge, the men running and firing from their hips, but when they reached the other side Brotheridge was hit in the neck from an enemy machine gun and died soon
8 of 33
afterwards. Meanwhile Lt David Wood led B platoon from Hobb‟s glider against the enemy trenches and gun pits but both he and his platoon sergeant were wounded before the Germans were overcome. Major Howard ordered Lt R. Smith and his C platoon from Barkways‟s glider to cross the bridge to support A platoon and before long the remaining German resistance in the village of Benouville collapsed. The café in the village, owned by Georges Gondree, was the first house in France to be liberated from the Germans. The sappers were surprised to find that the demolition charges for the piers of both bridges were not in place, and later it was discovered that these had been kept in a German billet in case they were stolen by the French Resistance. The British troops took up defensive positions and shot four German infantrymen from the 21st Panzer Division who came along the towpath to the river bridge. Germans in a staff car escorted by a motorcycle which then approached this bridge were either killed or captured. The rumbling of tanks from the 21st Panzer Division was heard but one which came in sight was knocked out by a bomb fired from a PIAT (Projectile, Infantry, Anti-tank). The other tanks did not attack, since they received contrary orders from Army Group B, which by then was in a state of confusion. At 0300hrs GMT the defenders were reinforced by paratroops of the 7th Parachute Battalion, who had dropped silently to the east. A German gunboat which came up the canal from the direction of Ouistreham and opened fire on the British positions was sunk by another PIAT and the crew captured. Several German counter attacks were repelled until, at 1330hrs GMT, the skirl of bagpipes was heard and the defenders were further reinforced by seaborne commandos of the 1st special Service Brigade led by Brigadier the Lord Lovat. The commandos came over the canal bridge under enemy fire, with Piper Bill Millin ranting „The Black Bear‟. Major John Howard received the DSO, three of his officers the MC, three sergeants the Croix de Guerre, and all five first pilots who landed at the bridges on Operation Deadstick were awarded DFMs. After the war, the canal bridge at Benouville was named „The Pegasus Bridge‟ by the French, the winged horse being a symbol of both the British airborne forces and 644 Sqn. A further seventeen aircraft from 644 Squadron participated in the landings that night as Operation Mallard, two towing Hamilcar gliders, the remainder Horsas. This first, and comparatively small glider lift, largely consisted of anti-tank guns and was timed to arrive several hours after the main force of paratroopers had landed, in order to allow enough time for the Royal Engineers of the 591st Parachute Squadron to clear two landing strips on LZ-N, near Ranville, of mined anti-glider obstacles. Two of the Squadron's seventeen charges ditched in England when their tow ropes snapped, and two more suffered the same fate several miles short of the landing zone. As most of the Halifax aircraft were towing only the comparatively light-weight Horsa, they were also able to carry a number of supply containers, which were released over the landing zone.
9 of 33
644 (far side of the runway) and 298 Sqn Halifaxes and Gliders at Tarrant Rushden 6 th June 1944 As the three Coup de Main crews returned to Tarrant Rushden sixteen other crews engaged in Operation Tonga were towing more gliders destined to deliver more airborne troops inland of the Normandy landing beaches. All returned safely and were then allowed only a few hours rest, because by 13:30 on the 6th June, they were back in the air once again, this time on Operation Mallard, towing fifteen Hamilcar gliders and one Horsa to Normandy. The former were carrying a mixture of heavy vehicles, including the Universal Carrier and the Tetrarch light tank, used by the 6th Airborne Armoured Reconnaissance Regiment; this flight marked the first occasion in history that tanks had been flown into battle.
Hamilcar and Tank Three aircraft were damaged by ground fire during this lift, but none were brought down. Over the coming days, several resupply flights were flown to the 6th Airborne Division, 644 Squadron participated in three of these, completing twenty-two resupply sorties in all.
Special Operations Executive Following operations in Normandy, 644 Squadron reverted to their former role of supplying, and in some cases deploying SAS and SOE personnel behind enemy lines 10 of 33
in France, Belgium and Holland. On the 31st August, Halifax „T‟ was lost whilst on an SOE resupply flight. Pilot W J Calverly, Navigator W A Macleman, Bomb Aimer S G Kentch, Wireless Operator S A Folbigg, Air Gunner B J Tuhey and Flight Engineer G B Fitzgerald were lost. In these operations 644 Sqn carried out clandestine operations over occupied Europe. Secrecy was paramount and flying only during full-moon periods to aid navigation, squadron aircraft would cross the Channel and over the enemy coast as low as possible. By flying so low, it was hoped they would avoid both radar and interception by enemy aircraft, but this wasn't always the case. On reaching the target, 400 feet was considered the ideal height for dropping agents and supplies. This was high enough for the parachute to open but ensured minimal time floating about in the air when they might be all-too easily spotted by the enemy. All agents were to be known as 'Joes', no matter whether they were male or female; the aircrew were never to know their real names. If, for any reason they needed to land anywhere back in the UK other than Tarrent Rushden and they had agents on board it was up to the crew to make absolutely sure that no-one questioned the agents, regardless of rank. 'Dispatchers', normally the Flight Engineer, would help the agent or goods out of the aircraft. There were other precautions: the targets for the drops would only be known to the pilot and navigator, although the dispatcher would be told the number and sex of agents they would be taking and the contents of any containers. Crews had a fair degree of interaction with the 'Joes'. 'You used to flirt with the girls,' recalls on veteran. 'There was eye contact. Sitting in the main body of the Halifax, they would chat - although the noise and amount of clothing they wore ensured conversation was of a 'basic' nature.‟ The Joes were very brave people. The casualty rate amongst them was very high. Many of the men and women that 644 Sqn dropped would not be coming home. The dispatcher would help the agents into position over the trap-door, a circular hole cut out of the bottom of the Halifax fuselage. On veteran recalls: „When the Green light for Go came on, the dispatcher would tap the agent on the shoulder. Almost without exception the male agents would look beseechingly into the eyes of those around him as if to say goodbye to a sane world, and then jump out. The female agents would position themselves on the edge of the drop out door and go straight out. No eye contact, nothing. My heart and a prayer went out with each of them.‟ During August the Squadron began to receive the new Halifax IIIA aircraft, featuring the much improved Hercules engine. At around this time, the Squadron was also involved in the occasional tactical bombing raid.
Arnhem During the First Lift to Arnhem on the 17th September 1944, twenty-one of 644 Squadron's aircraft were used to tow fourteen Horsas and seven Hamilcars to their landing zones. Of these gliders, one was forced to cast off prematurely but the remainder reached their appointed zones without incident. On the following day, the
11 of 33
Squadron brought in a further eight Horsas and seven Hamilcars; one of the latter came down in the sea but in spite of heavy ground fire in the Arnhem area the rest landed safely, though a few Halifaxes received some flak damage. On the following day, the Third and final lift, the Squadron towed ten Horsas and a Hamilcar to LZ-L, however two of the Horsas failed to reach the zone and another crashed when its tail was shot off as it neared the zone. As the Halifax aircraft was generally unsuited to the despatching of supply containers, 644 Squadron, having suffered no loss in men or aircraft, played no further part in Operation Market Garden.
The Rhine Crossing 644 Squadron returned to its SOE resupply duties. Amongst the first such missions that they undertook was "Quaver", which came in October and involved the delivery of two agents and several equipment containers to Norway. Missions over the Netherlands were still frequent, though they came at a cost, with one Halifax receiving severe damage on the 2nd October, forcing it to make a belly-landing at Woodbridge, and another aircraft was shot down by flak on the 10th of that month. On 10 November, Commander E.L. Archer DSO, OBE, AFC assumed command of the squadron.
Wg Cdr E L Archer DSO, OBE, AFC Although these operations continued apace, there were no further losses suffered by the Squadron until the 3rd March 1945, when a Halifax returning from Norway was forced to ditch in the North Sea. This aircraft „D‟ was being operated by one of 644‟s original crews; pilot S T Wells, Navigator J A Millar, Bomb Aimer F G Grey, Wireless Operator R H Brown, Air Gunner J Corman and Flight Engineer J R Weaver. Despite expensive searches the aircraft and crew were never found.
12 of 33
The crew of „D‟ who died on the night of 2-3 May 1945. Left to right: Fred Grey, Steve Wells, Reg Brown, John Corman, John Millar and Jim Weaver
In addition to these duties the Squadron was also involved in numerous tactical bombing raids during January and February, hitting targets on or close to the front line. In March 1945, 644 and 298 Squadrons were warned that they would be required to participate in another attempt to gain a foothold across the River Rhine. On the 19th March, the two Squadrons towed sixty-eight gliders, mostly Hamilcars, to Woodbridge airfield where they were to be based for the duration of the operation. On the 24th March, out of a total of twelve Horsas and forty-eight Hamilcars, the Squadrons each towed thirty of these gliders to their landing zones around Hamminkeln. The operation, codenamed Varsity, was a success, but anti-aircraft fire was particularly heavy and on 24 March, two 644 Sqn Halifaxes were shot down. The crew of „M‟ was struck by anti aircraft fire after it had released its glider which reached its target. Pilot J P Hughes, Navigator T B Nicholson, Bomb Aimer L W Attewell, Wireless Operator W G Lawrence, Air Gunner L A Dutton and Flight Engineer C Main dying in the crash. The crew of „T‟ was fortunate bailing out over the eask bank of the River Rhine. Pilot H McConville, Navigator D R Locke, Bomb Aimer A S Munro, Air Gunner A H Harries and Flight Engineer R H Smith survived. Sadly Wireless Operator K R Bruce was killed by German gunfire as he parachuted from the stricken aircraft. 644 Squadron were subsequently re-equipped with the new Halifax A.VII aircraft and they returned to their role of supplying SOE operatives, though now almost exclusively to Norway and Denmark. On the night of 23/24 April 1945, only 2 weeks before the end of the war in Europe, Halifax NA337 2P-X was being operated by pilot A Turnbull, Navigator W H Mitchell, Bomb Aimer G E Tuckett, Wireless Operator A Naylor, Air Gunner T H Weightman and Flight Engineer G A Bassett. They took off from RAF Station Tarrant Rushton at 7:51 pm. It was on „Operation Crop 17,‟ and their mission was to
13 of 33
deliver thirteen containers and two packages to Norwegian Resistance Forces just north-east of Oslo. At 1:00 am, 24 April, the supplies were successfully dropped at the contact point in Miklesberget, and Turnbull set course to return to England. NA337 was off course when it flew over the railway bridge at Minnesund, at the south end of Lake Mjøsa. Anti-aircraft fire from the enemy‟s defence battery hit the starboard wing. A 25mm explosive cannon shell ruptured one of the fuel cells. With the wing on fire, the pilot had no option but to land his aircraft on Lake Mjøsa, the only level area in the vicinity.
Halifax NA337 departs for Norway 23 April 1945 At 1:20 am NA337 was successfully ditched and the crew evacuated the aircraft, but because the dinghy did not deploy, the crew tried to swim to shore. Five of them perished in the cold water, with only the tail gunner Thomas Weightman, surviving the crash. In order to avoid reprisals, the local populace handed him over to the German Army. Two weeks later, however, the war ended and Flight Sergeant Weightman was liberated and returned to England. Of those who perished, four are buried in the Lilliehammer Northern Civil Cemetery, Norway. The name of one missing member the Flight Engineer, Bassett is inscribed on the RAF Memorial at Runnymede, England as having “no known grave”. Thomas Weightman died in England in 2007 NA337 was to then lie undisturbed in 750 feet of water for fifty years until the summer of 1995, when the Halifax Aircraft Association recovered it, for restoration and future display in the RCAF Memorial Museum at Trenton in Ontario, Canada. This Halifax is now the only completely authentic, restored Halifax in the world.
14 of 33
Halifax NA337 2P-X of 644 Sqn Restored and on Display at the RCAF Museum, Trenton
Post-War Following the end of hostilities in Europe, 644 Squadron helped to transport the 1st Parachute Brigade to Copenhagen on the 8th May, where they were to oversee the surrender and disarmament of the German forces in Denmark. On the following day they carried the remainder of the 1st Airborne Division to Norway for similar duties with command of 644 Sqn passing to Wing Commander W.H. INGLE on 25 June 1945. Ever since the Normandy landings, 46 Group had been involved in a "shuttle service" of ferrying freight to the front line and removing either wounded or freed prisoners of war to Britain. Although most of the armies were more or less static now that the War was over, Transport Command's responsibilities increased, and so 38 Group received orders to assist in this capacity. In addition to the transport of freight and prisoners of war, 644 Squadron also flew service personnel to Greece, North Africa and Italy. On 19 July, the Squadron lost a Halifax over the Pyrenees and a further aircraft was lost on 19 September. The crews; Furley, Ness, Pugh, Quinn, Stratford and Thorne dying in the first accident and Bailey, Briggs, Garnett, Mathias, Ormesher and Reardon dying in the second.
15 of 33
Memorial at Tarrant Rushden
In November 1945, the 6th Airborne Division were despatched to Palestine to help police the worsening political crisis that was developing in the region, and 644 Squadron were ordered to lend them their support and so accompanied them to Quastina. On the 1st September 1946, the Squadron was renamed 47 Squadron.
Enter The Air Cadet Movement The Air Defence Cadet Corps (ADCC) was established in 1938 by Air Commodore Chamier.[7Its purpose was to train young men in various aviation related skills. These skills were eventually destined to be used by RAF and Fleet Air Arm. The corps was extremely popular In 1941 the government realized the true value of the work done by the ADCC and agreed to take over its control. This meant a number of changes to the corps, and in fact brought about the birth of a completely new organization, called the Air Training Corps. So on the 5 February 1941 the Air Training Corps (ATC) was officially established, with King George VI very kindly agreeing to be the Air Commodore-inChief, and issuing a Royal Warrant setting out the Corps' aims.
16 of 33
The number of young men responding to this new ATC was spectacular. Within the first month the size of the old ADCC had virtually doubled to more than 400 squadrons and after 12 months it was about 8 times as big. The new ATC badge was designed and, once approved by the King, it was published in August 1941. The motto VENTURE ADVENTURE, devised by Air Commodore Chamier, was adopted by the ATC and incorporated into the badge. The new ATC squadrons adapted their training programmes to prepare young men for entry to the RAF. Squadrons arranged visits to RAF and Fleet Air Arm stations as part of the cadets' training and to let them fly as much as possible. Everybody wanted to fly but, with so few flights available, many cadets were disappointed. One solution to get cadets airborne was to introduce them to gliding. This would give cadets a chance to get the feel of an aircraft in flight and allow them to handle the controls. This obviously could not happen overnight. It would be many years before this dream could be realized. Initially the gliding schools were established under RAF Reserve Command. No 29 Elementary Gliding School at Sheffield in December 1943 as one of Reserve Command‟s 102 schools. In February 1944 the unit in May 1946. The school subsequently moved again, this time to RAF Spitalgate near Grantham, in 1955. In 1948 a new Gliding School, No 44, was formed at Cottesmore in Rutland This unit continued to operate from this busy airfield for 6 years, sharing airspace with Canberra BMk1 Aircraft Up until the early 1950s most gliding training had been carried out by the solo method, using aircraft like the Slingsby T3 Daglin or T38 Grasshopper primary gliders.
Slingsby T3 Daglin Cadets progressed through a series of slides and low hops to high hops, from which it might be possible to achieve the 30 seconds' glide required for an 'A' gliding certificate. Only a few of the more promising cadets were taken to the 'B' certificate stage on aircraft such as the Kirby Cadet TX1
17 of 33
Kirby Cadet TX1 This method of instruction had been in use since well before the war, and many of the instructors were expert at coaxing cadets into the air and through their certification, without themselves ever getting airborne, save perhaps for the odd air test. Their knowledge of the theory of flight was often quite rudimentary: one enduring myth claimed that gliders should be turned without banking! Accordingly, there were some spectacular accidents, some of which claimed the lives of cadets - and so a better way was sought. In the early 1950s, the two-seater Slingsby T21B Sedbergh, affectionately called the „Barge‟ and the Slingsby T31 Kirby Cadet Mk. 3, less affectionately referred to as the „Brick‟, were introduced, enabling cadets to be given dual before they went solo.
Slingsby T21B Sedburgh
18 of 33
Slingsby T31 Kirby Cadet Mk3
No 644 Gliding School is Formed In 1955, RAF Flying Training Command took over the responsibility for Air Cadet Gliding schools and amalgamated them, based mainly on their geographic proximity, into 27 gliding schools under Headquarters Air Cadets. At the same time the gliding schools were renumbered with three-digit numbers, the first two digits being the parent Home Command Group (Nos. 61, 62, 63, 64, 66 or 67). No 29 EGS and 48 GS were combined at RAF Spittlegate under the authority of No 64 (Northern Reserve) Group of the Home Command and, as the forth school within the group was renumbered 644 Gliding School on 29 December 1955. In 1957 Group Captain JE Johnson DSO DFC, The RAF‟s highest scoring fighter ace of World War II and later Air Vice Marshall Johnson CB CBE, was appointed as Station Commander of RAF Cottesmore. He became a frequent visitor to the 644 Gliding School making his first solo in a Kirby Cadet Mk3 XE799. In 1968, RAF Training Command was established,. incorporating Flying Training Command. Training No 644 Gliding School remained at RAF Spitalgate, alongside the Central Gliding School, where it was involved in preliminary trials of the Slingsby T53, all metal glider, and the only Venture TMk1 XW983
19 of 33
Slingsby T53 In 1975 the control of RAF Spitalgate passed to the Army and No 644 moved again, this time to RAF Syerston, where it still resides.
A New Era In 1977 No 644 GS was selected to be the first gliding school to convert from the conventional winch launched gliders to motor gliders in the shape of the VickersSlingsby Venture TMk2.
Venture T Mk 2 In 1979 all the gliding schools were prefixed with the word “Volunteer” and the unit was re-designated No 644 Volunteer Gliding School on April 1 1979.
In 1990 No 644 became the first school to convert to a new aircraft, this time the Grob 109B or Vigilant TMk1 as it was named by the RAF. No 644 VGS continues to operate from Syerston, flying in excess of 1000 hours per year and serving mainly the South and East Midlands Wing ATC with a few Squadrons from Trent and Bedfordshire and Cambridgeshire Wings together with a small number of CCF Units.
20 of 33
Vigilant T Mk 1 of 644 VGS at RAF Waddington, July 2009 No 644 VGS now falls under Air Command, the chain of command for these units are regulated through No.22 (Training) Group RAF. On behalf of AOC No.22 (Training) Group RAF, the Volunteer Gliding Squadrons and Air Cadet Central Gliding School are the collective responsibility of the Air Cadets Chief-of-Staff, who is appointed as Commander Gliding. In 2005, following a decision by the Royal Air Force Board, the VGSs were placed into the Elementary Flying Training Unit register, and consequently 644 Volunteer Gliding School became 644 Volunteer Gliding Squadron. With this 644 VGS and was allowed to adopt the badge of created for 644 Squadron during World War II. Today the squadron‟s staff proudly wear the Pegasus emblem which commemorates 644 Sqn‟s relationship with the Army‟s airborne forces on DDay, at Arnhem and during the Rhine crossing. No 644 Squadron‟s original motto, „Dentes Draconis Serimus‟ or „We Sow the Dragon‟s Teeth‟, refers to 644‟s wartime role of delivering secret agents, weapons and supplies into occupied Europe and thus sowing the seeds of victory. This has been replaced by one more befitting 644 VGS‟ current role. In addition providing elementary gliding training to the UK‟s next generation of pilots, future members of the armed forces and the aerospace industry, it provides young people with the qualities which will benefit them throughout society. These qualities include the ability to work as part of a team, initiative, determination, relaibility and above all the knowlegde that with confidence anything can be achieved. Hence No 644 VGS‟ motto is now the latin phrase „ Omnia Vincit Fiducia‟ which translated means:
Confidence Conquers All.
21 of 33
22 of 33
The Recovery and Restoration of Halifax NA337 The Recovery The Halifax Aircraft Association of Canada, looking for a suitable aircraft for their purpose, discovered that a Halifax aircraft, NA337, had been located in Lake Mjøsa. If it could be salvaged and restored to its original wartime condition, it would be a fitting tribute to those who lost their lives while serving their country. Colonel L.A. Wright, the Canadian Air Attaché to Norway, and John Stene DFC and Bar, a Norwegian, arranged with the Norwegian government that full rights of salvage be granted to the Association. The Dacon Subsea Salvage Company, who had developed a salvage plan, was awarded a contract in 1995 to raise the aircraft from the bottom of the lake. After many difficulties, caused by weather and equipment problems, the aircraft was successfully raised. Colonel Roare Glenn, the Director of the Norwegian Air Museum at Gardermoen, arranged with the Norwegian Army to provide heavy equipment to move the aircraft onto the beach at Hias. There,a team of technicians, from CFB/8 Wing Trenton, dismantled, cleaned and crated the aircraft components for shipment to the RCAF Memorial Museum at Trenton Ontario for restoration.
The Restoration A Restoration Team was formed in July 1995. The initial group consisted mainly of Air Force veterans but the arrival of the first components
of Halifax NA337 generated curiosity, interest and enthusiasm. Retired aircraft technicians, tool and die makers, metal specialists, machinists and woodworkers offered to help. Others, who were skilled in outside fields, also volunteered. They
23 of 33
included dentists, professional engineers, opticians, police officers, carpenters and even two Halifax pilots. Enthusiasts in Scotland (Rescue 57), Holland and England responded and assisted in finding the bits and pieces necessary to rebuild this Halifax. During the first 18 months, work was carried out in many locations, including private homes and unoccupied buildings at CFB/8 Wing Trenton. In 1996, the project was consolidated and moved into a new addition to the RCAF Museum. Materials, tools and machines were acquired from many diverse sources. Some Department of National Defence organizations were disbanding or modernizing; aircraft factories were retooling or downsizing. Often, obsolete machines that were donated were of the vintage used in the construction of this aircraft; the type that many of the volunteers used during their apprenticeships. However, the team did not have all of the skills and equipment necessary and needed outside support. Units of CFB Trenton had outstanding shops and facilities and, when available, freely provided assistance
. The Halifax Restoration Team contributed 350,000 man-hours to restore Halifax NA337. They leave, as a legacy, a magnificently restored aircraft, an excellent restoration capability and a skilled and well equipped organization which is capable of maintaining and restoring future aircraft and artefacts.
24 of 33
NA337 Restoration Crew
Halifax NA337 on Display
25 of 33
No 644 Squadron Royal Air Force Roll of Honour Name
Age
Service Number
Rank
Date of Death
AKERS
Clifford William
27
904583
Flight Sergeant
14-Sep-45
ATTEWELL
Leonard William
22
1473891
Flight Sergeant
24-Mar-45
BAILEY DFC
Gerald Theodore
23
143807
Flight Lieutenant
14-Sep-45
34
930637
24
159989
BASSETT BRIGGS
Goronwy Amman Peter Stafford
BROOKS
Walter
25
1436641
BROWN
Reginald Henry
24
1390357
BRUCE
Kenneth Rupert
24
AUS422400
CALVERLEY
Walter John
26
J21134
CORMAN
John
22
R195967
21
DUTTON FITZGERALD
Leslie Alfred George Bernard
Flight Sergeant Flying Officer Flight Sergeant Flight Sergeant
24-Apr-45 14-Sep-45 23-Feb-45 03-Mar-45
Flying Officer Flying Officer Warrant Officer
31-Aug-44
1322117
Sergeant
24-Mar-45
30
1591345
Sergeant
31-Aug-44
24-Mar-45
03-Mar-45
FOLBIGG
Samuel Albert
34
AUS414783
Warrant Officer
31-Aug-44
FURLEY
Harold Thomas
22
2222458
Sergeant
19-Jul-45
GARNETT
Jeremiah Charles
23
152486
GENT
Robert
23
1594353
GREY
Frederick Gwilym
23
AUS422502
HODDINOTT
Donald John
31
1322701
HUGHES
John Philip
21
1622924
26 of 33
Flight Lieutenant Flight Sergeant Pilot Officer Flight Sergeant Flight Sergeant
14-Sep-45 23-Feb-45 03-Mar-45 06-Apr-44 24-Mar-45
Name
Age
Service Number
Rank
Date of Death
KENTCH
Stanley George
21
1397348
Flight Sergeant
31-Aug-44
LAWRENCE
William George
25
1219113
Flight Sergeant
24-Mar-45
34
AUS420586
34
1596236
20
1836211
MacLENNAN MAIN MATHIAS
William Alexander Clarence William Henry
MILLER
John Alfred
25
J22506
MITCHELL
Walter Reginald
23
151920
NAYLOR
Alec
22
1623237
NESS
William Gibson
20
1822524
NICHOLSON
Tom Brook
21
1684663
22
152318
29
1616263
23
1089799
ORMESHER PUGH QUINN
Geoffrey Percival Herbert Ernest William Winter
Flying Officer Sergeant Flight Sergeant Flight Lieutenant Flight Lieutenant Flight Sergeant Sergeant Flight Sergeant Flight Lieutenant Flight Sergeant Sergeant
31-Aug-44 24-Mar-45 14-Sep-45 03-Mar-45 24-Apr-45 24-Apr-45 19-Jul-45 24-Mar-45 14-Sep-45 19-Jul-45 19-Jul-45
REARDON
Alan John
23
181581
SMITH
Kingsley Thomas Murray Harold Percy Thomas Donald Frederick James James William Gordon Russell Bryan Joseph
22
1569664
Flying Officer Sergeant
23
J88049
Pilot Officer
27-May-44
22
1605557
Flight Sergeant
19-Jul-45
22
1603111
Flight Sergeant
19-Jul-45
22
1580950
23
1527081
21
1396774
STEWART STRATFORD
THORNE TOMLINSON TUCKETT TUHEY
27 of 33
Flight Sergeant Flight Sergeant Flight Sergeant
14-Sep-45 19-Jul-45
23-Feb-45 24-Apr-45 31-Aug-44
Name
Age
Service Number
Rank
TURNBULL DFC
Alexander
27
145071
WEAVER
James Roydon
22
1607038
WELLS American Air Medal
Stephen Thompson
29
186941
Pilot Officer
03-Mar-45
WOLF
Waldemar Frederik
19
J90761
Pilot Officer
27-May-44
WOOD
Arthur Lawrence
22
R140857
Warrant Officer
27-May-44
28 of 33
Flight Lieutenant Flight Sergeant
Date of Death 24-Apr-45 03-Mar-45
Commanding Officers No 644 Squadron From
To
Name
February 1944
March 1944
Sqn/Ldr. A.G. Norman, DFC
March 1944
November 1944
Wg Cdr. V.A. Pope
November 1944
June 1945
Wg Cdr. E.L. Archer, DSO, OBE, AFC
June 1945
September 1946
Wg Cdr. W.H. Angle
No 644 Gliding School/Volunteer Gliding School/Volunteer Gliding Squadron From
To
Name
1970
Flt Lt J Saunders
1970
1975
Flt Lt K R Pearson MBE
1975
1978
Flt Lt C D Parsons
1978
1983
Sqn Ldr R D Lawson AE
1983
1992
Sqn Ldr J R Rogers
1992
1993
Sqn Ldr R Bullivant
1993
2004
Sqn Ldr M J Barnes FInstLM MRIN
2004
2008
Sqn Ldr P Ford
2008
Sqn Ldr R Nadin BEng
29 of 33
644 Squadron 5/6 June 1944 – RAF Tarrant Rushden Halifax V Code 2P & 9U LL350 LL344 LL218 LL326 LL332 LL352 LL402 LL338 LL357 LL198 LL305 LL399 LL219 LL351 LL345 LL400 LL342 LL328 LL403 LL340 LL301 LL312 LL325
'Z' – Archibald 'P' – Wells 'N' – Herman 'N' – McConville 'K' – Pope 'Q'– Barr 'F' – Rymills 'J' – Shapley 'P' – Clapperton 'D' – Cumberworth 'A' 'S' – Richards 'G' – Baird 'L' – Rampling 'F' – Blake 'T' 'L' – Woodward 'T' – Calverley 'G' – Fisher 'R' – Hobbs 'R' – Egerton 'T' – Norman 'Y’ – Bretherton ‘Q’ - Nickle ‘M’ - O’Dea ‘M’ - Olliver ‘O’ - Ussell
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Archibald Shea Howes
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Barr Howlett Healey
Chidley Brown Orford
Greenstock Sanders Basnett
- Ops Coup de Main & Mallard – Op Tonga – Ops Coup de Main & Mallard – Op Tonga – Ops Tonga & Mallard – Op Mallard – Ops Tonga & Mallard – Op Tonga – Op Coup de Main – Op Tonga – Op Tonga – Op Tonga – Op Tonga – Ops Tonga & Mallard – Ops Mallard & Tonga – Op Tonga – Ops Tonga & Mallard – Ops Tonga & Mallard – Op Mallard – Ops Tonga & Mallard – Ops Tonga & Mallard – Ops Tonga & Mallard – Op Mallard – Op Mallard – Op Mallard
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Baird McGeachin Ward
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Blake Darling Gillies
30 of 33
Goggin McManus Mescall
Deacon Smith Harris
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Bretherton Eaton Rickards
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Clapperton Robertson Henby
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Cumberworth Good Kentch
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Fisher Davies McDowell
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Hobbs Pettifer Hatherway
Rothe Abbott Dyson
Burness Boreham Rolt
Perrott Palmer Weston
Trood Hawkins Bullock
Gawne Miller Minns
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Calverley McKlennan
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
McConville Locke Munroe
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Egerton Excell Cooper
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Herman Mills Duncan
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Nickle Langton Gough
31 of 33
Folbigg Tuhey Fitzgerald
Bruce Harris Smith
Butcher Jones Bish
Marrison Walsh Waterfall
Sutherland Ebbels Parker
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Norman Callan Redmond
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Oliver Butterill Inachin
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Rampling Giblin McQuaker
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Rymills Garrity Harrison
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Ussell Keedy Fidler
Crawley Grant Crump
Martin Taylor Quiney
Dunn Bainbridge Young
Sutcliffe Cooper Cardall
Graham Thomas Daffin
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
O‟Dea Purdon Harris
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Pope Athey Marshall
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Richards Williams Alves
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Shapley Minchington Tredgoning
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Wells Miller Grey
32 of 33
Cran Cass Parker
McCann Oswald Lineham
Walker McDonald Roberts
Needham Podd Turnbull
Brown Corman Weaver
Pilot Navigator Bomb Aimer Wireless Operator Air Gunner Flight Engineer
Woodward Cleaver Fennel Sumner Alexander Hays
33 of 33