VC
Recipients
Official
citations (in
alphabetical order).
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Flying Officer Manser was captain and first pilot of a Manchester aircraft which took part in the mass raid on Cologne on the night of May 30th, 1942.
As the aircraft was approaching its objective it was caught by searchlights and subjected to intense and accurate anti-aircraft fire. Flying Officer Manser held on his dangerous course and bombed the target successfully from a height of 7,000 feet.
Then he set course for base. The Manchester had been damaged and was still under heavy fire. Flying Officer Manser took violent evasive action, turning and descending to under 1,000 feet. It was of no avail. The searchlights and flak followed him until the outskirts of the city were passed. The aircraft was hit repeatedly and the rear gunner was wounded. The front cabin filled with smoke; the port engine was over-heating badly.
Pilot and crew could all have escaped safely by parachute. Nevertheless, Flying Officer Manser, disregarding the obvious hazards, persisted in his attempt to save aircraft and crew from falling into enemy hands. He took the aircraft up to 2,000 feet. Then the port engine burst into flames. It was ten minutes before the fire was mastered, but then the engine went out of action for good, part of one wing was burnt, and the air-speed of the aircraft became dangerously low.
Despite all the efforts of pilot and crew, the Manchester began to lose height. At this critical moment, Flying Officer Manser once more disdained the alternative of parachuting to safety with his crew. Instead, with grim determination, he set a new course for the nearest base, accepting for himself the prospect of almost certain death in a firm resolve to carry on to the end.
Soon, the aircraft became extremely difficult to handle and, when a crash was inevitable, Flying Officer Manser ordered the crew to bale out. A sergeant handed him a parachute but he waved it away, telling the non-commissioned officer to jump at once as he could only hold the aircraft steady for a few seconds more. While the crew were descending to safety they saw the aircraft, still carrying their gallant captain, plunge to earth and burst into flames.
In pressing home his attack in the face of
strong opposition, in striving, against heavy odds, to bring back his
aircraft and crew and, finally, when in extreme peril, thinking only
of the safety of his comrades, Flying Officer Manser displayed determination
and valour of the highest order.
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Flight Sergeant Middleton was captain and first pilot of a Stirling aircraft detailed to attack the Fiat works at Turin one night in November, 1942. Great difficulty was experienced in climbing to 12,000 feet to cross the Alps, which led to excessive consumption of fuel. So dark was the night that the mountain peaks were almost invisible.
During the crossing Flight Sergeant Middleton had to decide whether to proceed or turn back, there being barely sufficient fuel for the return journey. Flares were sighted ahead and he continued the mission and even dived to 2,000 feet to identify the target despite the difficulty of regaining height. Three flights were made over Turin at this low altitude before the target was identified. The aircraft was then subjected to fire from light anti-aircraft guns.
A large hole appeared in the port main plane which made it difficult to maintain lateral-control. A shell then burst in the cockpit, shattering the windscreen and wounding both pilots. A piece of shell splinter tore into the side of Flight Sergeant Middleton’s face, destroying his right eye and exposing the bone over the eye. He was probably wounded also in the body or legs.
The second pilot received wounds in the head and both legs which bled profusely. The wireless operator was also wounded in the leg. Flight Sergeant Middleton became unconscious and the aircraft dived to 800 feet before control was regained by the second pilot, who took the aircraft up to 1,500 feet and released his bombs. There was still some light flak and the aircraft was hit many times. The three gunners replied continuously until the rear turret was put out of action.
Flight Sergeant Middleton had now regained consciousness and, when clear of the target, ordered the second pilot back to receive first aid. Before this was completed the latter insisted on returning to the cockpit, as the captain could see very little and could speak only with loss of blood and great pain.
Course was set for base and the crew now faced an Alpine crossing and homeward flight in a damaged aircraft with insufficient fuel. The possibilities of abandoning the aircraft or landing in Northern France were discussed but Flight Sergeant Middleton expressed the intention of trying to make the English coast, so that his crew could leave the aircraft by parachute. Owing to his wounds and diminishing strength, he knew that, by then, he would have little or no chance of saving himself.
After four hours, the French coast was reached and here the aircraft, flying at 6,000 feet, was once more engaged and hit by intense light anti-aircraft fire. Flight Sergeant Middleton was still at the controls and mustered sufficient strength to take evasive action.
After crossing the Channel there was only sufficient fuel for five minutes’ flying. Flight Sergeant Middleton ordered the crew to abandon the aircraft while he flew parallel with the coast for a few miles, after which he intended to head out to sea. Five of the crew left the aircraft safely, while two remained to assist Flight Sergeant Middleton. The aircraft crashed in the sea and the bodies of the front gunner and flight engineer were recovered the following day. Their gallant captain was apparently unable to leave the aircraft and his body has not been traced.
Flight Sergeant Middleton was determined
to attack the target regardless of the consequences and not to allow
his crew to fall into enemy hands. While all the crew displayed heroism
of a high order, the urge to do so came from Flight Sergeant Middleton,
whose fortitude and strength of will made possible the completion of
the mission. His devotion to duty in the face of overwhelming odds
is unsurpassed in the annals of the Royal Air Force.
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Pilot Officer Mynarski was the mid-upper gunner of a Lancaster aircraft, detailed to attack a target at Cambrai in France, on the night of 12th June, 1944. The aircraft was attacked from below and astern by an enemy fighter and ultimately came down in flames.
As an immediate result of the attack, both port engines failed. Fire broke out between the mid-upper turret and the rear turret, as well as in the port wing. The flames soon became fierce and the captain ordered the crew to abandon the aircraft.
Pilot Officer Mynarski left his turret and went towards the escape hatch. He then saw that the rear gunner was still in his turret and apparently unable to leave it. The turret, was in fact, immovable, since the hydraulic gear had been put out of action when the port engines failed, and the manual gear had been broken by the gunner in his attempt to escape.
Without hesitation, Pilot Officer Mynarski made his way through the flames in an endeavour to reach the rear turret and release the gunner. Whilst so doing, his parachute and his clothing, up to the waist, were set on fire. All his efforts to move the turret and free the gunner were in vain. Eventually the rear gunner clearly indicated to him that there was nothing more he could do and that he should try to save his own life. Pilot Officer Mynarski reluctantly went back through the flames to the escape hatch. There, as a last gesture to the trapped gunner, he turned towards him, stood to attention in his flaming clothing and saluted, before he jumped out of the aircraft. Pilot Officer Mynarski’s descent was seen by French people on the ground. Both his parachute and clothing were on fire. He was found eventually by the French, but was so severely burnt that he died from his injuries.
The rear gunner had a miraculous escape when the aircraft crashed. He subsequently testified that, had Pilot Officer Mynarski not attempted to save his comrade’s life, he could have left the aircraft in safety and would, doubtless, have escaped death.
Pilot Officer Mynarski must have been fully
aware that in trying to free the rear gunner he was almost certain
to lose his own life. Despite this, with outstanding courage and complete
disregard for his own safety, he went to the rescue. Willingly accepting
the danger, Pilot Officer Mynarski lost his life by a most conspicuous
act of heroism which called for valour of the highest order.
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Squadron Leader Nettleton was the leader of one of two formations of six Lancaster heavy bombers detailed to deliver a low-level attack in daylight on the diesel engine factory at Augsburg in Southern Germany on April 17th, 1942. The enterprise was daring, the target of high military importance. To reach it and get back, some 1,000 miles had to be flown over hostile territory.
Soon after crossing into enemy territory his formation was engaged by 25 to 30 fighters. A running fight ensued. His rear guns went out of action. One by one the aircraft of his formation were shot down until in the end only his and one other remained. The fighters were shaken off but the target was still far distant. There was formidable resistance to be faced.
With great spirit and almost defenceless, he held his two remaining aircraft on their perilous course and after a long and arduous flight, mostly at only 50 feet above the ground, he brought them to Augsburg. Here anti-aircraft fire of great intensity and accuracy was encountered. The two aircraft came low over the roof tops. Though fired at from point blank range, they stayed the course to drop their bombs true on the target. The second aircraft, hit by flak, burst into flames and crash-landed. The leading aircraft, though riddled with holes, flew safely back to base, the only one of the six to return.
Squadron Leader Nettleton, who has successfully
undertaken many other hazardous operations, displayed unflinching determination
as well as leadership and valour of the highest order.
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This officer has completed 110 bombing missions. Most of them involved deep penetration of heavily-defended territory many were low-level ‘marking’ operations against vital targets; all were executed with tenacity, high courage and great accuracy.
He first went on operations in January, 1941. He took part in the first 1,000-bomber raid against Cologne in 1942. He was one of the first pilots to drop a 4,000-lb. bomb on the Reich. It was known that he could be relied upon to press home his attack whatever the opposition and to bomb with great accuracy. He was always selected, therefore, to take part in special operations against vital targets.
The finest example of his courage and determination was on 23rd December, 1944, when he led a formation of Lancasters to attack the marshalling yards at Cologne in daylight. He had the task of marking the target, and his formation had been ordered to bomb as soon as the bombs had gone from his, the leading aircraft.
The leader’s duties during the final bombing run were exacting and demanded coolness and resolution. To achieve accuracy he would have to fly at an exact height and air speed on a steady course, regardless of opposition.
Some minutes before the target was reached, his aircraft came under heavy anti-aircraft fire, shells burst all around, two engines were set on fire and there were flames and smoke in the nose and in the bomb bay.
Enemy fighters now attacked in force. Squadron Leader Palmer disdained the possibility of taking avoiding action. He knew that if he diverged the least bit from his course, he would be unable to utilise the special equipment to the best advantage. He was determined to complete the run and provide an accurate and easily seen aiming-point for the other bombers. He ignored the double risk of fire and explosion in his aircraft and kept on. With his engines developing unequal power, an immense effort was needed to keep the damaged aircraft on a straight course . Nevertheless, he made a perfect approach and his bombs hit the target.
His aircraft was last seen spiraling to earth in flames. Such was the strength of the opposition that more than half of his formation failed to return.
Squadron Leader Palmer was an outstanding
pilot. He displayed conspicuous bravery. His record of prolonged and
heroic endeavour is beyond praise.
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On the night of November 3rd, 1943, Flight Lieutenant Reid was pilot and captain of a Lancaster aircraft detailed to attack Dusseldorf.
Shortly after crossing the Dutch coast, the pilot’s windscreen was shattered by fire from a Messerschmitt 110. Owing to a failure in the heating circuit, the rear gunner’s hands were too cold for him to open fire immediately or to operate his microphone and so give warning of danger; but after a brief delay he managed to return the Messerschmitt’s fire and it was driven off.
During the fight with the Messerschmitt, Flight Lieutenant Reid was wounded in the head, shoulders and hands. The elevator trimming tabs of the aircraft were damaged and it became difficult to control. The rear turret, too, was badly damaged and the communications system and compasses were put out of action. Flight Lieutenant Reid ascertained that his crew were unscathed, and saying nothing about his own injuries, he continued his mission.
Soon afterwards, the Lancaster was attacked by a Focke Wulf 190. This time, the enemy’s fire raked the bomber from stem to stern. The rear gunner replied with his only serviceable gun, but the state of his turret made accurate aiming impossible. The navigator was killed and the wireless operator fatally injured. The mid-upper turret was hit and the oxygen system put out of action. Flight Lieutenant Reid was again wounded and the flight engineer, though hit in the forearm, supplied him with oxygen from a portable supply.
Flight Lieutenant Reid refused to be turned from his objective and Dusseldorf was reached some 50 minutes later. He had memorised his course to the target and had continued in such a normal manner that the bomb-aimer, who was cut off by the failure of the communications system, knew nothing of his captain’s injuries or of the casualties to his comrades. Photographs show that, when the bombs were released, the aircraft was right over the centre of the target.
Steering by the pole star and the moon, Flight Lieutenant Reid then set course for home. He was growing weak from loss of blood. The emergency oxygen supply had given out. With the windscreen shattered, the cold was intense. He lapsed into semi-consciousness. The flight engineer, with some help from the bomb-aimer, kept the Lancaster in the air despite heavy anti-aircraft fire over the Dutch coast.
The North Sea crossing was accomplished. An airfield was sighted. The captain revived, resumed control and made ready to land. Ground mist partially obscured the runway lights. The captain was also much bothered by blood from his head wound getting into his eyes. But he made a safe landing although one leg of the damaged undercarriage collapsed when the load came on.
Wounded in two attacks, without oxygen, suffering
severely from cold, his navigator dead, his wireless operator fatally
wounded, his aircraft crippled and defenceless, Flight Lieutenant Reid
showed superb courage and leadership in penetrating a further 200 miles
into enemy territory to attack one of the most strongly defended targets
in Germany, every additional mile increasing the hazards of the long
and perilous journey home. His tenacity and devotion to duty were beyond
praise.
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On 9th December, 1941, all available aircraft from the Royal Air Force Station, Butterworth, Malaya, were ordered to make a daylight attack on the advanced operational base of the Japanese Air Force at Singora, Thailand. From this base, the enemy fighter squadrons were supporting the landing operations.
The aircraft detailed for the sortie were on the point of taking off when the enemy made a combined dive-dombing and low level machine-gun attack on the airfield. All our aircraft were destroyed or damaged with the exception of the Blenheim piloted by Squadron Leader Scarf. This aircraft had become airborne a few seconds before the attack started.
Squadron Leader Scarf circled the airfield and witnessed the disaster. It would have been reasonable had he abandoned the projected operation which was intended to be a formation sortie. He decided however, to press on to Singora in his single aircraft. Although he knew that this individual action could not inflict much material damage on the enemy he, nevertheless, appreciated the moral effect which it would have on the remainder of the squadron, who were helplessly watching their aircraft burning on the ground.
Squadron Leader Scarf completed his attack successfully. The opposition over the target was severe and included attacks by a considerable number of enemy fighters. In the course of these encounters, Squadron Leader Scarf was mortally wounded.
The enemy continued to engage him in a running fight, which lasted until he had regained the Malayan border. Squadron Leader Scarf fought a brilliant evasive action in a valiant attempt to return to his base. Although he displayed the utmost gallantry and determination, he was, owing to his wounds, unable to accomplish this. He made a successful forced-landing at Alor Star without causing any injury to his crew. He was received into hospital as soon as possible but died shortly after admission.
Squadron Leader Scarf displayed supreme heroism
in the face of tremendous odds and his splendid example of self-sacrifice
will long be remembered.
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Captain Swales was ‘master bomber’ of a force of aircraft which attacked Pforzheim on the night of February 23rd, 1945. As ‘master bomber’, he had the task of locating the target area with precision and of giving aiming instructions to the main force of bombers following in his wake.
Soon after he had reached the target area he was engaged by an enemy fighter and one of his engines was put out of action. His rear guns failed. His crippled aircraft was an easy prey to further attacks. Unperturbed, he carried on with his allotted task; clearly and precisely he issued aiming instructions to the main force. Meanwhile the enemy fighter closed the range and fired again. A second engine of Captain Swales’ aircraft was put out of action. Almost defenceless, he stayed over the target area issuing his aiming instructions until he was satisfied that the attack had achieved its purpose.
It is now known that the attack was one of the most concentrated and successful of the war.
Captain Swales did not, however, regard his mission as completed. His aircraft was damaged. Its speed had been so much reduced that it could only with difficulty be kept in the air. The blind-flying instruments were no longer working. Determined at all costs to prevent his aircraft and crew from falling into enemy hands, he set course for home. After an hour he flew into thin-layered cloud. He kept his course by skilful flying between the layers, but later heavy cloud and turbulent air conditions were met. The aircraft, by now over friendly territory, became more and more difficult to control; it was losing height steadily. Realising that the situation was desperate Captain Swales ordered his crew to bale out. Time was very short and it required all his exertions to keep the aircraft steady while each of his crew moved in turn to the escape hatch and parachuted to safety. Hardly had the last crew-member jumped when the aircraft plunged to earth. Captain Swales was found dead at the controls.
Intrepid in the attack, courageous in the
face of danger, he did his duty to the last, giving his life that his
comrades might live.
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This airman was the wireless operator in a Lancaster aircraft which attacked the Dortmund-Ems Canal in daylight on 1st January, 1945. The bombs had just been released when a heavy shell hit the aircraft in front of the mid-upper turret. Fire broke out and dense smoke filled the fuselage. The nose of the aircraft was then hit and an inrush of air, clearing the smoke, revealed a scene of utter devastation. Most of the perspex screen of the nose compartment had been shot away, gaping holes had been torn in the canopy above the pilot’s head, the inter-communication wiring was severed, and there was a large hole in the floor of the aircraft. Bedding and other equipment were badly damaged or alight; one engine was on fire.
Flight Sergeant Thompson saw that the gunner was unconscious in the blazing mid-upper turret. Without hesitation he went down the fuselage into the fire and the exploding ammunition. He pulled the gunner from his turret and, edging his way round the hole in the floor, carried him away from the flames. With his bare hands, he extinguished the gunner’s burning clothing. He himself sustained serious burns on his face, hands and legs.
Flight Sergeant Thompson then noticed that the rear gun turret was also on fire. Despite his own severe injuries he moved painfully to the rear of the fuselage where he found the rear gunner with his clothing alight, overcome by flames and fumes. A second time Flight Sergeant Thompson braved the flames. With great difficulty he extricated the helpless gunner and carried him clear. Again, he used his bare hands, already burnt, to beat out flames on a comrade’s clothing.
Flight Sergeant Thompson, by now almost exhausted, felt that his duty was not yet done. He must report the fate of the crew to the captain. He made the perilous journey back through the burning fuselage, clinging to the sides with his burnt hands to get across the hole in the floor. The flow of cold air caused him intense pain and frost-bite developed. So pitiful was his condition that his captain failed to recognise him. Still, his only concern was for the two gunners he had left in the rear of the aircraft. He was given such attention as was possible until a crash-landing was made some forty minutes later.
When the aircraft was hit, Flight Sergeant Thompson might have devoted his efforts to quelling the fire and so have contributed to his own safety. He preferred to go through the fire to succoor his comrades. He knew that he would then be in no position to hear or heed any order which might to given to abandon the aircraft. He hazarded his own life in order to save the lives of others. Young in years and experience, his actions were those of a veteran.
Three weeks later Flight Sergeant Thompson
died of his injuries. One of the gunners unfortunately also died, but
the other owes his life to the superb gallantry of Flight Sergeant
Thompson, whose signal courage and self-sacrifice will ever be an inspiration
to the Service.
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On the 3rd May, 1943, Squadron Leader Trent was detailed to lead a formation of Ventura aircraft in a daylight attack on the power station at Amsterdam. This operation was intended to encourage the Dutch workmen in their resistance to enemy pressure. The target was known to be heavily defended. The importance of bombing it, regardless of enemy fighters or anti-aircraft fire, was strongly impressed on the air crews taking part in the operation. Before taking off, Squadron Leader Trent told the deputy leader that he was going over the target, whatever happened.
All went well until the eleven Venturas and their fighter escort were nearing the Dutch coast. Then one bomber was hit and had to turn back. Suddenly large numbers of enemy fighters appeared. Our escorting fighters were hotly engaged and lost touch with the bombing force. The Venturas closed up for mutual protection and commenced their run up to the target. Unfortunately, the fighters detailed to support them over the target had reached the area too early and had been recalled.
Soon the bombers were attacked. They were at the mercy of 15 to 20 Messerschmitts which dived on them incessantly. Within four minutes six Venturas were destroyed. Squadron Leader Trent continued on his course with the three remaining aircraft.
In a short time two more Venturas went down in flames. Heedless of the murderous attacks and of the heavy anti-aircraft fire which was now encountered, Squadron Leader Trent completed an accurate bombing run and even shot down a Messerschmitt at point-blank range. Dropping his bombs in the target area, he turned away. The aircraft following him was shot down on reaching the target. Immediately afterwards his own aircraft was hit, went into a spin and broke up. Squadron Leader Trent and his navigator were thrown clear and became prisoners of war. The other two members of the crew perished.
On this, his 24th sortie, Squadron Leader
Trent showed outstanding leadership. Such was the trust placed in this
gallant officer that the other pilots followed him unwaveringly. His
cool, unflinching courage and devotion to duty in the face of overwhelming
odds rank with the finest examples of these virtues.
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On the night of 7th July, 1941, Sergeant Ward was second pilot of a Wellington returning from an attack on Munster. When flying over the Zuider Zee at 13,000 feet, the aircraft was attacked from beneath by a Messerschmitt 110, which secured hits with cannon shell and incendiary bullets. The rear gunner was wounded in the foot but delivered a burst of fire which sent the enemy fighter down, apparently out of control.
Fire then broke out near the starboard engine, and, fed by petrol from a split pipe, quickly gained an alarming hold and threatened to spread to the entire wing. The crew forced a hole in the fuselage and made strenuous efforts to reduce the fire with extinguishers and even the coffee in their vacuum flasks, but without success. They were then warned to be ready to abandon the aircraft.
As a last resort, Sergeant Ward volunteered to make an attempt to smother the fire with an engine cover which happened to be in use as a cushion. At first he proposed to discard his parachute, to reduce wind resistance, but was finally persuaded to take it. A rope from the dinghy was tied to him, though this was of little help and might have become a danger had he been blown off the aircraft. With the help of the navigator, he then climbed through the narrow astro-hatch and put on his parachute. The bomber was flying at a reduced speed, but the wind pressure must have been sufficient to render the operation one of extreme difficulty. Breaking the fabric to make hand and foot holds where necessary, and also taking advantage of existing holes in the fabric, Sergeant Ward succeeded in descending three feet to the wing and proceeding another three feet to a position behind the engine, despite the slipstream from the airscrew, which nearly blew him off the wing. Lying in this precarious position, he smothered the fire in the wing fabric and tried to push the cover into the hole in the wing and on to the leaking pipe from which the fire came. As soon as he moved his hand, however, the terrific wind blew the cover out and when he tried again it was lost. Tired as he was, he was able with the navigator’s assistance to make successfully the perilous journey back onto the aircraft.
There was now no danger of the fire spreading from
the petrol pipe, as there was no fabric left nearby, and in due course
it burnt itself out. When the aircraft was nearly home some petrol which
had collected in the wing blazed up furiously but died down quite suddenly.
A safe landing was then made despite the damage sustained by the aircraft.
The flight home had been made possible by the gallant action of Sergeant
Ward in extinguishing the fire on the wing in circumstances of the greatest
difficulty and at the risk of his life.
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