VC
Recipients
Official
citations (in
alphabetical order).
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On the night of 12th August, 1943, Flight Sergeant Aaron was captain and pilot of a Stirling aircraft detailed to attack Turin. When approaching to attack, the bomber received devastating bursts of fire from an enemy fighter. Three engines were hit, the windscreen shattered, the front and rear turrets put out of action and the elevator control damaged, causing the aircraft to become unstable and difficult to control. The navigator was killed and other members of the crew were wounded. A bullet struck Flight Sergeant Aaron in the face, breaking his jaw and tearing away part of his face. He was also wounded in the lung and his right arm was rendered useless. As he fell forward over the control column, the aircraft dived several thousand feet. Control was regained by the flight engineer at 3,000 feet. Unable to speak, Flight Sergeant Aaron urged the bomb aimer by signs to take over the controls. Course was then set southwards in an endeavour to fly the crippled bomber, with one engine out of action, to Sicily or North Africa.
Flight Sergeant Aaron was assisted to the rear of the aircraft and treated with morphia. After resting for some time he rallied and, mindful of his responsibility as captain of the aircraft, insisted on returning to the pilot’s cockpit, where he was lifted into his seat and had his feet placed on the rudder bar. Twice he made determined attempts to take control and hold the aircraft to its course but his weakness was evident and with difficulty he was persuaded to desist. Though in great pain and suffering from exhaustion, he continued to help by writing directions with his left hand.
Five hours after leaving the target the petrol began to run low, but soon afterwards the flare path at Bone airfield was sighted. Flight Sergeant Aaron summoned his failing strength to direct the bomb aimer in the hazardous task of landing the damaged aircraft in the darkness with undercarriage retracted. Four attempts were made under his direction; at the fifth attempt Flight Sergeant Aaron was so near to collapsing that he had to be restrained by the crew and the landing was completed by the bomb aimer.
Nine hours after landing,
Flight Sergeant Aaron died from exhaustion. Had he been content, when
grievously wounded, to lie still and conserve his failing strength,
he would probably have recovered, but he saw it as his duty to exert
himself to the utmost, if necessary with his last breath, to ensure
that his aircraft and crew did not fall into enemy hands. In appalling
conditions he showed the greatest qualities of courage, determination
and leadership, and, though wounded and dying, he set an example of
devotion to duty which has seldom been equalled and never surpassed.
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On the night of 30th March, 1944, Pilot Officer Barton was captain and pilot of a Halifax aircraft detailed to attack Nuremberg. When some 70 miles short of the target, the aircraft was attacked by a Junkers 88. The first burst of fire from the enemy made the intercommunication system useless. One engine was damaged when a Messerschmitt 210 joined in the fight. The bomber’s machine guns were out of action and the gunners were unable to return the fire.
Fighters continued to attack the aircraft as it approached the target area and, in the confusion caused by the failure of the communications system at the height of the battle, a signal was misinterpreted and the navigator, air bomber and wireless operator left the aircraft by parachute.
Pilot Officer Barton faced a situation of dire peril. His aircraft was damaged, his navigational team had gone and he could not communicate with the remainder of the crew. If he continued his mission, he would be at the mercy of hostile fighters when silhouetted against the fires in the target area, and if he survived he would have to make a 4 1/2 hours journey home on three engines across heavily-defended territory. Determined to press home his attack at all costs, he flew on and, reaching the target, released the bombs himself.
As Pilot Officer Barton turned for home the propeller of the damaged engine, which was vibrating badly, flew off. It was also discovered that two of the petrol tanks had suffered damage and were leaking. Pilot Officer Barton held to his course and, without navigational aids and in spite of strong head winds, successfully avoided the most dangerous defence areas on his route. Eventually he crossed the English coast only 90 miles north of his base.
By this time the petrol supply was nearly exhausted. Before a suitable landing place could be found, the port engine stopped. The aircraft was now too low to be abandoned successfully. Pilot Officer Barton therefore ordered the three remaining members of his crew to take up their crash stations. Then, with only one engine working, he made a gallant attempt to land clear of the houses over which he was flying. The aircraft finally crashed and Pilot Officer Barton lost his life, but his three comrades survived.
Pilot Officer Barton had previously taken part
in four attacks on Berlin and 14 other operational missions. On one of
these two members of his crew were wounded during a determined effort
to locate the target despite the appalling weather conditions.
In gallantly completing his last mission in the face of almost impossible
odds, this officer displayed unsurpassed courage and devotion to duty.
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On 4th August, 1944, Squadron Leader Bazalgette was ‘master bomber’ of a Pathfinder squadron detailed to mark an important target at Trossy-St. Maximin for the main bomber force.
When nearing the target his Lancaster came under heavy anti-aircraft fire. Both starboard engines were put out of action and serious fires broke out in the fuselage, and the starboard main-plane. The bomb aimer was badly wounded.
As the deputy ‘master bomber’ had already been shot down, the success of the attack depended on Squadron Leader Bazalgette, and this he knew. Despite the appalling conditions in his burning aircraft, he pressed on gallantly to the target, marking and bombing it accurately. That the attack was successful was due to his magnificent effort.
After the bombs had been dropped the Lancaster dived, practically out of control. By expert airmanship and great exertion Squadron Leader Bazalgette regained control. But the port inner engine then failed and the whole of the starboard mainplane became a mass of flames.
Squadron Leader Bazalgette fought bravely to bring his aircraft and crew to safety. The mid-upper gunner was overcome by fumes. Squadron Leader Bazalgette then ordered those of his crew who were able to leave by parachute to do so. He remained at the controls and attempted the almost hopeless task of landing the crippled and blazing aircraft in a last effort to save the wounded bomb aimer and helpless gunner. With superb skill, and taking great care to avoid a small French village nearby, he brought the aircraft down safely. Unfortunately, it then exploded and this gallant officer and his two comrades perished.
His heroic sacrifice marked the climax of
a long career of operations against the enemy. He always chose the
more dangerous and exacting roles. His courage and devotion to duty
were beyond praise.
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This officer began his operational career in June, 1940. Against strongly-defended targets, he soon displayed the courage and determination of an exceptional leader. He was always ready to accept extra risks to ensure success. Defying the formidable Ruhr defences, he frequently released his bombs from below 20,000 feet. Over Cologne in November, 1940, a shell burst inside his aircraft, blowing out one side and starting a fire; undeterred, he went on to bomb the target. About this time, he carried out a number of convoy patrols in addition to his bombing sessions.
At the end of his first tour of operational duty in January, 1941, he immediately volunteered for a second. Again, he pressed home his attacks with the utmost gallantry. Berlin, Bremen, Cologne, Duisburg, Essen and Kiel were among the heavily-defended targets which he attacked. When he was posted for instructional duties in January, 1942, he undertook four more operational missions.
He started a third tour in August, 1942, when he was given command of a squadron. He led the squadron with outstanding skill on a number of missions before being appointed in March, 1942, as a station commander.
In October, 1943, he undertook a fourth operational tour, relinquishing the rank of Group Captain at his own request so that he could again take part in operations. He immediately set to work as the pioneer of a new method of marking enemy targets involving very low flying. In June, 1944, when marking a target in the harbour of Le Havre in broad daylight and without cloud cover, he dived well below the range of the light batteries before releasing his marker-bombs, and he came very near to being destroyed by the strong barrage which concentrated on him.
During his fourth tour which ended in July, 1944, Wing Commander Cheshire led his squadron personally on every occasion, always undertaking the most dangerous and difficult task of marking the target alone from a low level in the face of strong defences.
Wing Commander Cheshire’s cold and calculated acceptance of risks is exemplified by his conduct in an attack on Munich in April, 1944. This was an experimental attack to test out the new method of target marking at low level against a heavily defended target situated deep in Reich territory. Munich was selected, at Wing Commander Cheshire’s request, because of the formidable nature of its light anti-aircraft and searchlight defences. He was obliged to follow, in bad weather, a direct route which took him over the defences of Augsburg and thereafter he was continuously under fire. As he reached the target, flares were being released by our high-flying aircraft. He was illuminated from above and below. All guns within range opened fire on him. Diving to 700 feet, he dropped his markers with great precision and began to climb away. So blinding were the searchlights that he almost lost control. He then flew over the city at 1,000 feet to assess the accuracy of his work and direct other aircraft. His own was badly hit by shell fragments but he continued to fly over the target area until he was satisfied that he had done all in his power to ensure success. Eventually, when he set course for base, the task of disengaging himself from the defences proved even more hazardous than the approach. For a full twelve minutes after leaving the target area he was under withering fire, but he came safely through.
Wing Commander Cheshire has now completed a total
of 100 missions. In four years of fighting against the bitterest opposition
he has maintained a record of outstanding personal achievement, placing
himself invariably in the forefront of the battle. What he did in the
Munich operation was typical of the careful planning, brilliant execution
and contempt for danger which has established for Wing Commander Cheshire
a reputation second to none in Bomber Command.
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Wing Commander Edwards, although handicapped by physical disability
resulting from a flying accident, has repeatedly displayed gallantry
of the highest order in pressing home bombing attacks from very low heights
against
strongly-defended objectives.
On 4th July, 1941, he led an important attack on the Port of Bremen, one of the most heavily defended towns in Germany. This attack had to be made in daylight and there were no clouds to afford concealment. During the approach to the German coast several enemy ships were sighted, and Wing Commander Edwards knew that his aircraft would be reported and that the defences would be in a state of readiness.
Undaunted by this misfortune he brought his formation 50 miles overland to the target, flying at a height of a little more than 50 feet, passing through a formidable balloon barrage.
On reaching Bremen he was met with a hail of fire, all his aircraft being hit and four of them being destroyed. Nevertheless he made a most successful attack, and then with the greatest skill and coolness withdrew the surviving aircraft without further loss.
Throughout the execution of this operation,
which he had planned personally with full knowledge of the risks entailed,
Wing Commander Edwards displayed the highest possible standard of gallantry
and determination.
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Flying Officer Garland was the pilot and
Sergeant Gray was the observer of the leading aircraft of a formation
of five aircraft that attacked a bridge over the Albert Canal which
had not been destroyed and was allowing the enemy to advance into Belgium.
All the aircrews of the squadron concerned volunteered for the operation,
and, after five crews had been selected by drawing lots, the attack
was delivered at low altitude against this vital target. Orders were
issued that this bridge was to be destroyed at all costs. As had been
expected, exceptionally intense machine-gun and anti-aircraft fire
were encountered. Moreover, the bridge area was heavily protected by
enemy fighters. In spite of this, the formation successfully delivered
a dive-bombing attack from the lowest practicable altitude. British
fighters in the vicinity reported that the target was obscured by the
bombs bursting on it and near it. Only one of the five aircraft concerned
returned from this mission. The pilot of this aircraft reports that
besides being subjected to extremely heavy anti-aircraft fire, through
which they dived to attack the objective, our aircraft were also attacked
by a large number of enemy fighters after they had released their bombs
on the target. Much of the success of this vital operation must be
attributed to the formation leader, Flying Officer Garland, and to
the coolness and resource of Sergeant Gray, who in most difficult conditions
navigated Flying Officer Garland’s aircraft
in such a manner that the whole formation was able successfully to attack
the target in spite of subsequent heavy losses. Flying Officer Garland
and Sergeant Gray did not return.
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This officer served as a night bomber pilot at the beginning of the war and quickly established a reputation as an outstanding operational pilot. In addition to taking the fullest possible share in all normal operations, he made single-handed attacks during his “rest” nights on such highly defended objectives as the German battleship Tirpitz, then completing in Wilhelmshaven.
When his tour of operational duty was concluded, he asked for a further operational posting and went to a night-fighter unit instead of being posted for instructional duties. In the course of his second operational tour, he destroyed at least three enemy bombers and contributed much to the raising and development of new night-fighter formations.
After a short period in a training unit he again volunteered for operational duties and returned to night bombers. Both as an operational pilot and as leader of his squadron, he achieved outstandingly successful results and his personal courage knew no bounds. Berlin, Cologne, Danzig, Gydnia, Genoa, Le Creusot, Milan, Nuremberg and Stuttgart were among the targets he attacked by day and by night.
On conclusion of his third operational tour, Wing Commander Gibson pressed strongly to be allowed to remain on operations and he was selected to command a squadron then forming for special tasks. Under his inspiring leadership, this squadron has now executed one of the most devastating attacks of the war - the breaching of the Mohne and Eder dams.
The task was fraught with danger and difficulty. Wing Commander Gibson personally made the initial attack on the Mohne Dam. Descending to within a few feet of the water and taking the full brunt of the anti-aircraft defences he delivered his attack with great accuracy. Afterwards he circled very low for 30 minutes drawing the enemy fire on himself in order to leave as free a run as possible to the following aircraft which were attacking the dam in turn.
Wing Commander Gibson then led the remainder of his force to the Eder Dam, where, with complete disregard for his own safety, he repeated his tactics, and once more drew on himself the enemy fire so that the attack would be successfully developed.
Wing Commander Gibson has completed 170 sorties,
involving more than 600 hours’ operational flying. Throughout
his operational career, prolonged exceptionally at his own request,
he has shown leadership, determination and valour of the highest order.
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On the night of 15th September, 1940, Sergeant Hannah was the wireless operator/air gunner in an aircraft engaged in a successful attack on an enemy barge concentration at Antwerp. It was then subjected to intense anti-aircraft fire and received a direct hit from a projectile of an explosive and incendiary nature, which apparently burst inside the bomb compartment.
A fire started which quickly enveloped the wireless operator’s and rear gunner’s cockpits, and as both the port and starboard petrol tanks had been pierced, there was grave risk of the fire spreading. Sergeant Hannah forced his way through to obtain two extinguishers and discovered that the rear gunner had had to leave the aircraft. He could have acted likewise, through the bottom escape hatch or forward through the navigator’s hatch, but remained and fought the fire for ten minutes with the extinguishers, beating the flames with his log book when these were empty.
During this time thousands of rounds of ammunition exploded in all directions and he was almost blinded by the intense heat and fumes, but had the presence of mind to obtain relief by turning on his oxygen supply. Air admitted through the large holes caused by the projectile made the bomb compartment an inferno and all the aluminium sheet metal on the floor of this airman’s cockpit was melted away, leaving only the cross bearers.
Working under these conditions, which caused
burns to his face and eyes, Sergeant Hannah succeeded in extinguishing
the fire. He then crawled forward, ascertained that the navigator had
left the aircraft, and passed the latter’s log and maps to the
pilot. This airman displayed courage, coolness and devotion to duty
of the highest order and by his action in remaining and successfully
extinguishing the fire under conditions of the greatest danger and
difficulty, enabled the pilot to bring the aircraft to its base.”
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This airman was the flight engineer in a Lancaster detailed to attack Schweinfurt on the night of 26th April, 1944. Bombs were dropped successfully and the aircraft was climbing out of the target area. Suddenly it was attacked by a fighter at about 20,000 feet. The captain took evading action at once, but the enemy secured many hits. A fire started near a petrol tank on the upper surface of the starboard wing, between the fuselage and the inner engine.
Sergeant Jackson was thrown to the floor during the engagement. Wounds which he received from shell splinters in the right leg and shoulder were probably sustained at that time. Recovering himself, he remarked that he could deal with the fire on the wing and obtained his captain’s permission to try to put out the flames.
Pushing a hand fire-extinguisher into the top of his life-saving jacket and clipping on his parachute pack, Sergeant Jackson jettisoned the escape hatch above the pilot’s head. He then started to climb out of the cockpit and back along the top of the fuselage to the starboard wing. Before he could leave the fuselage his parachute pack opened and the whole canopy and rigging lines spilled into the cockpit.
Undeterred, Sergeant Jackson continued. The pilot, bomb aimer and navigator gathered the parachute together and held on to the rigging lines, paying them out as the airman crawled aft. Eventually he slipped and, falling from the fuselage to the starboard wing, grasped an air intake on the leading edge of the wing. He succeeded in clinging on but lost the extinguisher, which was blown away.
By this time, the fire had spread rapidly and Sergeant Jackson was involved. His face, hands and clothing were severely burnt. Unable to retain his hold he was swept through the flames and over the trailing edge of the wing, dragging his parachute behind. When last seen it was only partly inflated and was burning in a number of places.
Realising that the fire could not be controlled, the captain gave the order to abandon aircraft. Four of the remaining members of the crew landed safely. The captain and rear gunner have not been accounted for.
Sergeant Jackson was unable to control his descent and landed heavily. He sustained a broken ankle, his right eye was closed through burns and his hands were useless. These injuries, together with the wounds received earlier, reduced him to a pitiable state. At daybreak he crawled to the nearest village, where he was taken prisoner. He bore the intense pain and discomfort of the journey to Dulag Luft with magnificent fortitude. After ten months in hospital he made a good recovery, though his hands require further treatment and are only of limited use.
This airman’s attempt to extinguish
the fire and save the aircraft and crew from falling into enemy hands
was an act of outstanding gallantry. To venture outside, when travelling
at 200 miles an hour, at a great height and in intense cold, was an
almost incredible feat. Had he succeeded in subduing the flames, there
was little or no prospect of his regaining the cockpit. The spilling
of his parachute and the risk of grave damage to its canopy reduced
his chances of survival to a minimum. By his ready willingness to face
these dangers he set an example of self-sacrifice which will ever be
remembered.
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This officer, as first pilot of a Hampden
aircraft, has repeatedly shown the highest conception of his duty and
complete indifference to personal danger in making attacks at the lowest
altitudes regardless of opposition. On the night of 12th August, 1940,
he was detailed to attack a special objective on the Dortmund Ems Canal.
He had attacked this objective on a previous occasion and was well
aware of the risks entailed. To achieve success it was necessary to
approach from a direction well known to the enemy, through a lane of
especially disposed anti-aircraft defences, and in the face of the
most intense point-blank fire from guns of all calibres. The reception
of the preceding aircraft might well have deterred the stoutest heart,
all being hit and two lost. Flight Lieutenant Learoyd nevertheless
made his attack at 150 feet, his aircraft being repeatedly hit and
large pieces of the main plane torn away. He was almost blinded by
the glare of many searchlights at close range, but pressed home this
attack with the greatest resolution and skill. He subsequently brought
his wrecked aircraft home and, as the landing flaps were inoperative
and the undercarriage indicators out of action, waited for dawn in the
vicinity of his aerodrome before landing, which he accomplished without
causing injury to his crew or further damage to the aircraft. The high
courage, skill and determination, which this officer has invariably displayed
on many occasions in the face of the enemy sets an example which is unsurpassed.
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This officer commanded a squadron of light bombers in North Africa. Throughout his service in that theatre his leadership, skill and daring were of the highest order.
On 17th November, 1942, he was detailed to carry out a low-level formation attack on Bizerta airfield, taking advantage of cloud cover. Twenty miles from the target the sky became clear, but Wing Commander Malcolm carried on, knowing well the danger of proceeding without a fighter escort. Despite fierce opposition, all bombs were dropped within the airfield perimeter. A Junkers 52 and a Messerschmitt 109 were shot down; many dispersed enemy aircraft were raked by machine-gun fire. Weather conditions became extremely unfavourable and as a result, two of his aircraft were lost by collision; another was forced down by enemy fighters. It was due to this officer’s skilful and resolute leadership that the remaining aircraft returned safely to base.
On 28th November, 1942, he again led his squadron against Bizerta airfield which was bombed from a low altitude. The airfield on this occasion was heavily defended and intense and accurate anti-aircraft fire was met. Nevertheless, after his squadron had released their bombs, Wing Commander Malcolm led them back again and again to attack the airfield with machine-gun fire.
These were typical of every sortie undertaken by this gallant officer; each attack was pressed to an effective conclusion however difficult the task and however formidable the opposition.
Finally, on 4th December, 1942, Wing Commander Malcolm, having been detailed to give close support to the First Army, received an urgent request to attack an enemy fighter airfield near Chouigui. Wing Commander Malcolm knew that to attack such an objective without a fighter escort - which could not be arranged in the time available - would be to court almost certain disaster; but believing the attack to be necessary for the success of the Army’s operations, his duty was clear. He decided to attack. He took off with his squadron and reached the target unmolested, but when he had successfully attacked it, his squadron was intercepted by an overwhelming force of enemy fighters. Wing Commander Malcolm fought back, controlling his hard-pressed squadron and attempting to maintain formation. One by one his aircraft were shot down until only his own aircraft remained. In the end he, too, was shot down in flames.
Wing Commander Malcolm’s last exploit
was the finest example of the valour and unswerving devotion to duty
which he constantly displayed.
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