AN UNIMAGINABLE TASK
As I make my way onto the sprawling Royal Air Force (RAF) base in Yorkshire known as Leeming, the sound of a Rolls-Royce – Turbomeca Adour Mk.951 turbofan, generating 6500 lbs of thrust splits the air. A dual-seat Hawk of 100 Squadron leaps from the ground.
What strikes me most is that, even though so much has changed over the years, so much has stayed the same. The RAF Leeming base layout, buildings and hangars, in which Canadian crew members and ground staff served, are still here. In fact, they are a dominate feature of the base and are a key part of its vibrant fabric. The same is true at other bases across the United Kingdom. RAF Linton-on-Ouse is likely the best preserved Bomber Command base in the UK, with war damage still evident on some buildings.
So why am I at RAF Leeming? Well, the story really starts in this area of England many decades ago. No. 6 Group of Bomber Command, RAF, was comprised entirely of Royal Canadian Air Force (RCAF) squadrons. From 1942 to 1946, fifteen RCAF squadrons served in 6 Group. This concentration of Canadians, with a seasoning of other nationalities, operated primarily from Yorkshire at four major bases plus seven stations, namely Middleton St. George (County Durham), Topcliffe, Leeming, and Linton-on-Ouse. The squadrons mostly operated twin-engine Vickers Wellington as well as Handley Page Halifax and Lancaster four-engine bombers.
Somewhat surprisingly, given that almost 70 years have passed, three of these bases remain operational with the RAF, except for Middleton St. George which is now in civilian hands as the Durham Tees Valley Airport. Coincidentally this former 6 Group air base was owned by Vancouver Airport Services (an international airport operations subsidiary of the Vancouver International Airport) for a few years and sold off in 2012. All of the bases still retain their Second World War period air traffic control towers.
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Because of the RAF–RCAF connection at these former Bomber Command bases, there was a deep-felt desire on both sides of the “pond” to remember and honour those fellows who had come before. As a result, there are a variety of individual memorials and plaques scattered across the north of Britain, but there was no national commemorative site in the UK for Canadians who served in Commonwealth Air Forces as a whole – that is, until RAF Flight Lieutenant Alfie Hall came to that realization in May 2010 and decided to do something about it.
A year later, with a great deal of support on both sides of the ocean, a new site was dedicated as the Royal Canadian Air Force Memorial at the National Memorial Arboretum in Staffordshire, UK. You can find out more at www.rcafmonument.ca
Two commemorative works of art were also commissioned in support of the Canadian Memorial. The first is a painting of a 405 Squadron RCAF Halifax with accompanying prints by artist John Stevens and the other a full-sized bronze sculpture of a Canadian airman accompanied by miniature replicas by Sara Ingleby-MacKenzie.
Granite and marble from Lafarge Canada was donated to the Memorial and flown over to the UK by the RCAF, along with a 426 Thunderbird Squadron propeller blade recovered in Belgium from the crashed Handley Page Halifax, LW682 (another prop from the same Halifax is on display at CFB Trenton).
Ingots of aluminium from this recovered Halifax aircraft were also provided by the Bomber Command Museum of Canada in Nanton, Alberta and used to make the ceiling of the recently inaugurated Bomber Command Memorial in Green Park, London. The stone for the new Canadian Memorial was then installed by stonemason Mr. Nick Johnson, who demonstrated his superb craftsmanship and provided ongoing technical support, undertook liaison with the National Memorial Arboretum and worked virtually for free to make this project a reality.
I became aware of the Canadian Memorial project in a unique way. Working with the Canadian Department of Foreign Affairs in London, I became the temporary “custodian” of a strange J-shaped crate (aka “the prop”) left on the tarmac of Luton airport, which had been off-loaded from the Canadian Prime Minister’s CC-150 Polaris (Airbus A310) when he came for the Queen Elizabeth Jubilee celebrations in 2012. The Memorial trustees are hoping to incorporate both the full-sized sculpture and the bent prop into the Memorial as Phase II of the project.
The Memorial was inspired heavily via the No. 6 Group of Bomber Command connection, although it is in fact dedicated to all Canadians who served in Commonwealth Air Forces. With that in mind, I combed the National Archives of Canada and the Imperial War Museum to come up with a series of photographs of the men and the machines of No. 6 Group, to whom we owe a great deal.
There are a few stories of some of those men whom I also wanted to mention in particular, with the help of the veterans and their families and friends. The selected photographs speak to the danger, fatigue, friendship and the unimaginable tasks which our country asked them to perform day after day.
The Machines of No. 6 Group, Bomber Command
The Men
One of the many crews based out of Leeming was the RCAF's 429 “Bison” Squadron crew of Halifax LK802. Family member Jeff Austin recalls the bravery of that crew who, when flying their Halifax III AL-F back to RAF Leeming from a raid on Dusseldorf, 23 April 1944, were attacked by a German fighter. (http://eastleedsmag.net/020/20_austinplein.html and http://www.youtube.com/watch?v=zvLSPNukEh4) The aircraft had suffered badly, was on fire and was not going to make it back to England. Engineer, Sergeant Herbert Austin and Pilot, Flying Officer Francis Fennessey were preparing to bail out but didn’t make it. The five other crew members did manage to exit the burning aircraft. Gunner, Sergeant Percy Crosswell (later shot and killed after escaping as a POW), Wireless Operator, M/Sgt Arthur Kempton, Bomber/Aimer, Flying Officer Bruce Low and Gunner, Sergeant Jim Miller were taken prisoner and the Navigator, Pilot Officer Alex Achtymichuk was lost at sea. Eye witness accounts describe the aircraft heading for the village of Herkingen before suddenly being manoeuvred away to crash in the St. Elizabeth polder. The local Dutch residents honoured the crew and Sergeant Austin with a memorial just after the war and, in 1981, invited the Canadian/UK family of Herbert Austin to Holland for the naming of a square in a housing estate at the site of the crash, “Austinplein”. In 2012, there were fresh commemorative ceremonies in Holland, organized by the ever-remembering Dutch, for the entire crew of LK802.
Another story from RCAF Leeming concerns 429 Squadron alumni and Flight Engineer Doug Petty who still lives in Yorkshire (as this article is written, his wife Betty has just passed away and we send him our condolences and thoughts). As a Brit, he was assigned to the RCAF and was a Halifax/Lancaster crew member with Canadian Robert Kealey Mitchell. Their story speaks to the bonds of friendship which continued after the war and family connections which are still around today.
In the words of the Mitchell family (Steve and Elizabeth), reinforced by Doug’s memories and stories, they recount the following,
“Robert Kealey Mitchell won a Distinguished Flying Cross for laying mines at the mouth of a Norwegian fiord in December 1944. The mines exploded the next day when a German troop-carrier hiding in the fiord emerged, taking all aboard permanently out of action. Doug Petty was beside him.”
“It was Doug, not Robert, who talked about how terrifying that night was for their crew of seven. How thick the fog was. How brave Norwegians, hearing the engines approach, lit their homes to guide the way, in breach of the strict blackout laws. How the fiord was so deep that, nearing the target, their Halifax bomber flew below the heights of the cliff walls and the German artillery shot down on them. How Robert flew that plane in such erratic, unpredictable patterns that the radio broke loose from its moorings. How their plane was the only one of seven to accomplish the mission and return safely.”
With the dangers also came teamwork and everlasting friendship. According to Doug, as written by the Mitchell family,
“Flying in 1943–44 could be tricky. The Halifaxes had either Rolls-Royce in-line engines or Bristol radial engines. The Bristol engines had a nasty tendency to form ice on the carburettors on the descent back to base. On one such return, two engines froze over the Channel. Robert had to fly so low to re-start them that Doug fired off flares in the colours of the day, making sure the English coastal defenders could identify their plane as friendly.”
“Doug talked about the fun times too. As a team, he and Robert were frequently assigned to take out-of-service aircraft to out-of-the-way fields. They loved these assignments! Coming back to base was always an adventure, hitch-hiking, taking trains, or using aviation fuel, in petrol-short England, to gas up a used motorcycle Robert had purchased for the purpose. It blew its engine only occasionally with the too rich fuel. Happily, they could pop in on Doug’s parents in the English countryside, a couple who hosted many weekend retreats for the war-weary Canadians who flew with their son.”
I thought it important to also mention that two Canadian winners of the Victoria Cross were Bomber Command alumni, one serving in the RAF and the other in the RCAF. The notices from the London Gazette are self explanatory.
Ian Willoughby Bazalgette, VC, DFC – 635 Squadron RAF
Extract from the London Gazette, 7 August 1945:
Ed. note: with factual errors corrected via Dave Birrell's book, “Baz, The Biography of S/L Ian Bazalgette, VC”
Acting Squadron Leader Ian Willoughby Bazalgette, DFC, RAFVR
On 4 August 1944, Squadron Leader Bazalgette was part 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 there was a serious fire in the starboard main-plane. The bomb aimer was badly wounded.
As the “master bomber” and 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 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 main-plane 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.
Andrew Charles Mynarski, VC – 419 Squadron RCAF
Extract from the London Gazette, 11 October 1946:
Pilot Officer Andrew Charles Mynarski (Can/J.87544) (Deceased), Royal Canadian Air Force, No. 419 Squadron (RCAF)
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 12 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.
The “Ops”
Operations for Doug Petty, Robert Mitchell and crew looked to average 6 hours night flying time – Germany and back.
Memories are preserved and new ones are being made by a special group of individuals who have made it part of their day-to-day mission to remember the past and inform future generations.
Leadership for the RCAF Memorial is provided by Flight Lieutenant Alfie Hall, whose enthusiasm is as boundless as it is obvious. He assures me that he is not a one-man team and is quick to mention Flight Lieutenant Dave Williams from RAF Linton-on-Ouse, SAC Dave Turnbull, RAF Leeming and Major Jason Furlong, RCAF as his co-conspirators.
He also takes pains to mention all of the sponsors, private and corporate, who made the Memorial happen. I learned during my visit that Alfie has been given a tremendous amount of support (time, encouragement and resources) in his commemorative activities by the senior leadership at RAF Leeming, namely Group Captain Tony Innes and the current master of RAF Leeming, Group Captain Steve Reeves, as well as Alfie’s direct boss, Sqn. Leader Jeff Metcalfe. They both provided me with a warm welcome. The same is true for Dave Williams who has been given support by Air Commodore Terry Jones and Group Captain David Cooper. All of these persons have demonstrated leadership and vision of the highest order.
As we think back over the last 70 years, we hope these photos and few words bring the experiences of the tens of thousands of flying and ground crew members, serving during the war, to a more personal level for you.
Reading about these experiences, and as an ever-learning pilot myself, I feel just the faint hints of the type of fear that must have been in every person who was called upon to serve and the courage it must have taken to overcome that fear.
Speaking as a Canadian, I want to thank all of our UK and Allied “cousins” for thinking of us, putting thoughts into action and keeping the memory of the sacrifices made for our freedom. The RCAF Memorial in the National Memorial Arboretum and all of the individual statues, plaques and memorials in the UK and in Europe are deeply appreciated. I am personally looking forward to the Memorial’s next phase.
Mark Fletcher