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496 Lancasters and 2 Halifaxes on the first major raid to Brunswick of the war. 38 Lancasters Jost, 7·6 per cent of the force. The German running commentary was heard following the progress of the bomber force from a position only 40 miles from the English coast and many German fighters entered the bomber stream soon after the German frontier was crossed near Bremen. The German fighters scored steadily until the Dutch coast was crossed on the return flight. Ir of the lost aircraft were Pathfinders.
Brunswick was smaller than Bomber Command's usual targets and this raid was not a success. The city report describes this only as a 'light' raid, with bombs in the south of the city which had only ro houses destroyed and 14 people killed. Most of the attack fell either in the countryside or in Wolfenbiittel and other small towns and villages well to the south of Brunswick.
source: The Bomber Command War Diaries, Martin Middlebrook and Chris Everitt
Lancaster DS850 (QO-M), target Brunswick, 14/15 January 1944. This aircraft was delivered to No.432 Squadron in October 1943. It took part in the following operations; Berlin, 2/3 December 1943; Berlin, 1-2 January 1944; Berlin, 2/3 January 1944; Brunswick, 14/15 January 19 when lost, as was Lancaster DS740. Airborne at 1703 hours, 14 January 1944 from East Moor. Hit by flak over the target which severely wounded Sergeant J.H. Aplin and caused much structural damage. Petrol tanks were ruptured and the order to bale out was given in the vicinity of Rheine, the Lancaster crashing on the Engdener Wuste, east of Nordhorn. Crew were F/L C.V.Wales, RCAF (POW); Flight Sergeant G.C.Pike, RCAF (POW); Sergeant A.L.Thomas (wounded); Flight Sergeant J.S.Evans (POW); Flight Sergeant W.J.T.Garvey (wounded); Sergeant J.H.Aplin (killed); Sergeant R.A.Hutchinson (killed); F/L G.H.Rainville. DFM, RCAF (Squadron Gunnery Leader, POW, subsequently held in Camp L3, POW number 3386.
Rainville subsequently filed a “Loss of Bomber Aircraft’ report, stating he had flown 50 sorties and that his position on this night was rear gunner. He was interrogated on 10 April 1945.
We were on the bombing run when a flak shell exploded very near the aircraft. I immediately opened the rear turret doors in order to get out because I thought we had been seriously hit. The aircraft was shuddering violently and skidding for a minute or so. Almost at the same time an incendiary bomb dropped from above crashed through the astro hatch and the WOP who was standing there was fatally wounded in the head. Pilot gave order to second pilot and engineer to look after WOP after our bombs had been dropped. Soon after this a strong smell of petrol enveloped the aircraft, which I reported to pilot who immediately asked engineer if he could find the leak and stop it. From the answer given by engineer I gathered he could not reach the location of leak owing to the wounded WOP who was lying down in the passage. A check of the petrol gauges revealed we were losing a great amount of petrol and after 50 minutes on the return journey the engineer stated he had ten minutes left. The pilot gave the order to get ready to abandon aircraft. I came out of the turret, as I found there was not enough room to maneuver quickly and safely. I put my chute on and plugged the intercom in standing near the rear door and waiting for orders. Meanwhile the mid-upper had been ordered out of his turret and asked to try and move the WOP to either front or rear exit with the help of second pilot. This had already been found impossible to do owing to lack of room and the condition of the wounded. While standing by I heard engineer say he had only four minutes or so to go. The bomb aimer asked permission to bale out and half a minute later I made the same request which was granted immediately by pilot. Opening the rear door I jumped out from 11,000 feet and a few minutes later hit a ploughed field near the Osnabruck-Rheine road approximately 15 miles from Rheine.
Details: The incendiary bomb did not explode; it tore a big gap in the WOP’s head and his brains could be seen. He regained consciousness now and again. In Dulag Luft (cooler) the navigator told me he had been informed by the Germans that the WOP and mid-upper had been found dead in aircraft. The aircraft did not climb above 18 or 19,000 feet. According to later information given by pilot, most of his instruments were faulty. Dropped height gradually on return trip.
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