Handley Page Halifax

(RAF Photo, 1942)(Source Harold A Skaarup Web Page)A Royal Air Force Handley Page Halifax Mk. II Series I (Serial No. W7676), coded TL-P, of No. 35 Squadron, RAF, based at Linton-on-Ouse, Yorkshire in the UK, being piloted by Flight Lieutenant Reginald Lane, (later Lieutenant-General, RCAF), over the English countryside. Flt Lt Lane and his crew flew twelve operations in W7676, which failed to return from a raid on Nuremberg on the night of 28/29 August 1942, when it was being flown by Flt Sgt D. John and crew.

The Handley Page Halifax is a British Royal Air Force (RAF) four-engined heavy bomber of the Second World War. It was developed by Handley Page to the same specification as the contemporary twin-engine Avro Manchester.

The Halifax has its origins in the twin-engine HP56 proposal of the late 1930s, produced in response to the British Air Ministry's Specification P.13/36 for a capable medium bomber for "world-wide use." The HP56 was ordered as a backup to the Avro 679, both aircraft being designed to use the underperforming Rolls-Royce Vulture engine. The Handley Page design was altered at the Ministry to a four-engine arrangement powered by the Rolls-Royce Merlin engine; the rival Avro 679 was produced as the twin-engine Avro Manchester which, while regarded as unsuccessful mainly due to the Vulture engine, was a direct predecessor of the famed Avro Lancaster. Both the Lancaster and the Halifax would emerge as capable four-engined strategic bombers, thousands of which would be built and operated by the RAF and several other services during the War.

On 25 October 1939, the Halifax performed its maiden flight, and it entered service with the RAF on 13 November 1940. It quickly became a major component of Bomber Command, performing routine strategic bombing missions against the Axis Powers, many of them at night. Arthur Harris, the Air Officer Commanding-in-Chief of Bomber Command, described the Halifax as inferior to the rival Lancaster (in part due to its smaller payload) though this opinion was not shared by many of the crews that flew it, particularly for the MkIII variant. Nevertheless, production of the Halifax continued until April 1945. During their service with Bomber Command, Halifaxes flew a total of 82,773 operations and dropped 224,207 tons of bombs, while 1,833 aircraft were lost. The Halifax was also flown in large numbers by other Allied and Commonwealth nations, such as the Royal Canadian Air Force (RCAF), Royal Australian Air Force (RAAF), Free French Air Force and Polish forces. Wikipedia

Halifax Heavy Bomber WWII

Harold A Skaarup Web Page

Wikipedia Halifax Bomber

National Air Force Museum of Canada

Halifax B/A.Mk.III LW692

PTV

Letter to Alfred Warren's mother (Alfred Warren is referred to as Pete or Peter) from Robert Anderson after the war explaining the events of 1944-04-22. In April 1944 Robert Anderson was 19 years of age. (Right-click to get full image).

Ann Jones (the niece of Patrick Francis Gough) provided the letter from Robert Anderson to Elsie Warren (typed from the original). via: Bill Anderson of Winnipeg.

Served with No. 420 (Squadron, RCAF, coded PT-V. Shot down by flak on 20/21 April 1944 during rail yards at Lens, France.

Eye witnesses and direct testimony from rear gunner Anderson and mid upper gunner Bourcier have placed the crash location in Pourville-Sur-Mer.

420 (B) Sqn- Squadron Pugnamus Finitum ("Snowy Owl")

History of the Squadron during World War II (Aircraft: Hampden I, Wellington III, X, Halifax III, Lancaster X)

420 Squadron RCAF was the fourth RCAF bomber unit formed overseas in WWII. It was formed at Waddington, Lincolnshire, UK on December 19, 1941 as a unit of No 5 Group of RAF Bomber Command flying Handley Page Hampden Mk 1 aircraft, with the squadron code letters PT. In early August 1942 the squadron transferred to No 4 Group of Bomber Command, and was based at Skipton-on-Swale, Yorkshire : at this time it was equipped with Vickers Wellington Mk. III aircraft. In October 1942 it moved to Middleton St. George, Durham , where on January 1, 1943 it became a unit of the newly-created no. 6 (RCAF) Group of Bomber Command. It remained there until May 1943, when, by now flying tropicalized Wellington Mk X aircraft, it flew to Tunisia in North Africa to join No 331 (RCAF) Wing of No. 205 Group. From the bases of Kairouan/Zina and Hani East Landing Ground (both locations approximate)it attacked targets in Sicily and Italy as part of the invasion force. In October, the squadron returned by sea to England, leaving its aircraft behind, and rejoined 6 Group at Dalton, Yorkshire, re-equipping with Handley Page Halifax Mk. III aircraft. The squadron finally moved to Tholthorpe, Yorkshire in December 1943, where it remained until the end of hostilities in Europe. From April 1945 the squadron re-equipped with Lancaster Mk. X aircraft, although they were not used operationally. In June 1945 the squadron flew its aircraft to Debert, Nova Scotia , where it disbanded in September of 1945

In the course of hostilities, the squadron flew 4186 sorties for the loss of 65 aircraft. 9771 tons of bombs were dropped. The squadron won 38 DFC's, 1 Bar to DFC, and 9 DFM's. Battle Honors were: English Channel and North Sea 1942-44, Baltic 1942, Fortress Europe 1942-44, France and Germany 1944-45, Biscay Ports 1942-44, Ruhr 1942-45, Berlin 1944, German Ports 1942-45, Normandy 1944, Rhine, Biscay 1942-43, Sicily 1943, Italy 1943, SalernoWikipedia, Kostenuk and Griffin, Moyes

420 Squadron History (Bomber Command Museum (Large PDF)

420 Tholthorpe Airfield Operations Record Book

420 Squadron Operations Record Book

Maps for Movements of 420 Squadron 1941-45

MAP 1: 420 Squadron Movements in England 1941-45 (right-click on image to display enlarged new tab)

MAP 2: 420 Squadron Movements in Yorkshire and Durham 1942-45

MAP 3: 420 Squadron Movements in Tunisia, North Africa 1943

420 Squadron History Summary 1941-45

420 Squadron History Summary 1941-45 Page 2

History of the Squadron Post-WWII (Aircraft: Harvard, Mustang, Silver Star, Tracker)

No. 420 Squadron reformed at London, Ontario on 15 September 1948, and flew North American Mustang and Harvard aircraft in a fighter role until the squadron disbanded on 1 September 1956. The squadron was re-formed as an Air Reserve squadron based initially at CFB Shearwater, Nova Scotia flying the de Havilland Canada Tracker aircraft that had once been the backbone of the Canadian Naval Air's anti-submarine program. As an Air Reserve Squadron it participated with regular fisheries patrols. It was one of the few active Air Reserve Squadrons in Canada and was paired with the Regular Force's 880 Squadron. The Squadron was rebased to CFB Summerside, Prince Edward Island when their base was downsized. No 420 Squadron was reduced to nil strength on 15 May 1995.

My Dad's War

This is the detailed story, from enlistment to return home, of a south-western Manitoba student who flew combat missions, was imprisoned in a Prisoner of War camp, forced marched in the winter of 1945, then returned home to a normal family life in Canada.

Grandpa & Grandma Anderson
sister Marie and Dad (Robert Anderson)

Pre and Post War Life

My Dad, Robert Allan Anderson, was a typical small-town boy from the Canadian prairies. When World War II broke out, he tried enlisting under age but his Mother would not hear of it! He eventually did enlist and the day he left home to report for duty was one day after his parents, Flying Officer and Mrs. A. A. Anderson, quietly observed their twenty-fifth wedding anniversary.

After the war, he worked for the Manitoba Telephone System for thirty years and was a member of the Fort Garry United Church, the Ex-Air Force PoW Association and the Fort Garry Branch of the Royal Canadian Legion. He served as President of the Fort Garry Community Club and coached kids in baseball and hockey for many years. He enjoyed curling as well as fishing and hunting waterfowl with my brother John and me and our Grandfathers. He also enjoyed trips to England, Ireland, Scotland, Paris and Hawaii with his wife, our Mother Patricia. Unfortunately he was never able to enjoy retirement. He passed away on March 17, 1979 at 54 years of age.

Training - BCATP (British Commonwealth Air Training Plan)

July 1943: Classroom in Trenton Ontario
becoming a fully qualified air gunner.

signatures on back

Anderson drawing of a German ME210

Robert Anderson enlisted on September 27, 1942 and finally reached operations on January 30, 1944. It took a full 15 months of training to create a qualified air gunner in the RCAF:

• Manning Depot in Brandon
• Initial Training Schools in Regina and Saskatoon
• Gunnery training in Trenton
• hands-on training in Macdonald Manitoba
• operational training in Britain

Finally assignment to operations at 420 "Snowy Owl" Squadron in Tholthorpe, UK.

No 2 Manning Depot - Brandon Manitoba

The Royal Canadian Air Force Manning Depot No. 2 in Brandon was used during the Second World War and was the first such training facility in Western Canada (Manning Depot No. 1 was in Toronto). The building was converted from what was left of the Manitoba Winter Fair Building to suit the military organization's needs.

This is the introduction to the military: disciple, rank structure, bed making, grooming, marching.

Air Gunners Course - Trenton Ontario

When my Dad enlisted in the Royal Canadian Air Force, he wanted to become a pilot. That opportunity disappeared after it was discovered that he had Red-Green Color Blindness. He then chose Air Gunner training under the British Commonwealth Air Training Plan.

Aircraft recognition was a core skill expected of any air gunner. Know your opponent! It was so important, that it was drilled and drilled into each trainees head. They also had to draw the planes as well as they could. Robert Anderson drew very well. At right is an image of a Messerschmidt ME210 drawn absolutely beautifully by Sergeant Anderson in the summer of 1944 while in Stalag Luft 3. This also gives an excellent idea of what the camp looked like.

Other training skills were basic map reading, gun maintenance (although armouring was left to a different trade), and all the concepts in deflection shooting.

Deflection shooting is a technique used for effectively propelling a projectile at a moving target, also known as leading the target, i.e. shooting ahead of a moving target so that the target and projectile will collide.

This is not always true. For example when shooting directly to port or starboard, the bullet moves not only away, but also travels forward at the same speed as the aircraft, to it may at times be necessary to lag the target. The whole point is, shooting from a moving platform to another moving object is very complex. It takes training and lots of practise.

The Canadian and British Bomber Command flew almost exclusively at night. All training in Canada was day time training. Night training began in Britain with 1659 HCU (Heavy Conversion Unit). This is when the crew was upgraded to 4 engine bombers.

Number 3 Bomb & Gunnery School Macdonald Manitoba

Fairey Battle 1665

First Events at 3 B&G from Log

No. 3 Bombing and Gunnery School was formed on 10 March 1941 and was located at Macdonald, Manitoba. Under the original Organization Order No. 90, dated 8 January 1941, the School was to have been formed on the same date but at Dafoe, Saskatchewan. The School had begun their Daily Diary on 1 February 1941. No 3 B&GS was part of the British Commonwealth Air Training Plan within No 2 Training Command. No 3 B&GS and was disbanded on 17 February 1945.

Arrived at Macdonald Manitoba in late August 1943. Now to put the classroom into practice. Macdonald was near Lake Manitoba. All bombing and gunnery practice was to take place over the lake.

The aircraft of choice for gunnery training is the single engine Fairey Battle. The Fairey Battles were a mid 1930's aircraft and were very unsuccessful against German planes. They were shipped to Canada to be used for training in the BCATP. Bombing training used other twin aircraft.

Bomber Command Museum: Gunner Details

Bomber Command Museum: Air Gunner Tactics

Bomber Command Museum: Best Air Gunners in the RCAF

No 3 B&G School was in Macdonald Manitoba. Typically Bomb Aimers trained by dropping smoke bombs on floating targets in Lake Manitoba, while gunner trained by shooting at towed drones. The exercises were taking place in Fairey Battle aircraft.

Fairey Battle

• Cine Gun Camera CG1 - The Turrets were fitted with cine cameras, which recorded the accuracy of the Students shooting and showed whether the Gunner was firing high or low in relation to the Target.
• Cine Gun Camera CG2 - more complex shooting and aiming.
• Air to Ground - Hitting fixed ground based targets.
• Beam Test - Shooting to "beam" is shooting to the left or right or the aircraft; out to the side. You might think that you can shoot straight at the target, but you cannot. In fact because the aircraft is moving forward at 300+ km/hr so is the bullet when it leaves the gun. Therefore the air gunner must actual lag the target to compensate. this is common for a mid-upper gunner.
• Beam Moving Target - Yet another complication in an already complicated shooting scenario.
• Cross Country map Reading - knowing where you are in the air.
• Over Tail Test - Shooting at a target approaching from the rear. This is the most common for a rear or tail gunner.

Completion of Training in Canada

Gradudate List RCAF Identity Card (front) RCAF Identity Card (inside)

October 1943: Flying Officer Anderson presenting Air Gunner Wing to his son Robert Anderson On October 3, 1917, my Grandfather married my Grandmother, Nina Marian McMorran, a fellow teacher and in February 1918, he took leave of his job as Principal of Erickson school to pursue undetermined involvement in the First World War. In January 1919, he returned as Principal of Erickson School and later served at Ninga School and Alexander School before joining the Royal Canadian Air Force during the Second World War. He was stationed in the Air Training Command No. 2 at Service Flying School No. 12 and the Wireless School and worked in the Department of Veterans' Affairs as a Supervisor with the Canadian Vocational Training Schools. In 1948 after returning to Selkirk, Manitoba, he resumed his grade-school career in the Selkirk School District as Principal of Victoria School (1948-1956) and Central School (1956-1958) after which he returned to classroom teaching until retirement. He was President of the Royal Canadian Legion (Selkirk Branch No.151) and it is my understanding that he enabled teachers in the Selkirk School District to be eligible for membership in the Legion. The Manitoba Historical Society recognizes some of his life achievements, along with a collection of other noteworthy Manitobans, under the title "Memorable Manitobans."

1659 HCU Topcliffe Yorks United Kingdom

January 1944, deployed to 1659 Heavy Conversion Unit at Topcliffe. HCU trained crews on the actual heavy four engine bombers. There was very little HCU training in Canada.

During this period, the practiced the main requirements of the crew.

RAF Topcliffe

• Bullseye - cross country navigation at night and locating a target
• Fighter Affiliation - chased by a fighter; learned evasive action (corkscrew flying) and sighting for the air gunners
• 2 Engine Flying - learning to fly with two engines down
• Miscellaneous - Various forms of flying and landings night and day
• Leonard was likely always the crew pilot, but on some flights he was an observing pilot, with a senior instructors taking over.

January 30, 1944: deploy to 420 "Snowy Owl Squadron" Tholthorpe.

George "Buzz" "Screwball" Beurling

Signature

Image from Vintage Wings

In a December 6, 1943 letter home, Dad told his Father that he was introduced to George Buzz Beurling, DFC DFO etc. and had quite a chat with him. "Got him to sign his name in my log. I'll show you that after I come home". George Beurling, Distinguished Service Order, Distinguished Flying Cross, Distinguished Flying Medal & Bar was the most successful Canadian fighter pilot in the Second World War, credited with shooting down 27 Axis aircraft in 14 days over Malta for an official total of 31 before war's end (Wikipedia).

Vintage Wings "Screwball"

In an article published for Vintage Wings of Canada, author Dave O'Malley writes:

Recently I was reading a yellowed page torn from the Toronto Globe and Mail of September 6, 1949. There was a short interview by columnist and aviation enthusiast Bruce West with another Malta icon, Wing Commander Percy Belgrave LaddieLucas, CBE, DSO and Bar, and DFC Beurling's 249 Squadron commanding officer during his time on Malta.

"As you may know, one of his familiar nicknames was "˜Screwball. 'There have been all kinds of stories told about how he picked up the nickname, but I was there when he got it and I know. "In Malta," said Lucas, "the flies were simply scandalous. There were millions of them. When you put some food on a plate, they would swarm all over it. Shortly after Beurling arrived, we were sitting there eating our usual thin slices of corned beef. Beurling lifted his plate from the table and placed it on the floor.

"He'd wait there with his foot poised until there were sixty or more flies on his corned beef. Then he'd plant his foot down hard. He seldom got less than about 40 of them. Then he'd sit there looking at them and say "˜The screwballs!'

"He used to do that every other day, and it didn't take long before he'd picked up the nickname of "˜Screwball' Beurling.

Decorations

Medals

Air Gunner Wing and Ribbons

Along with his Service Cap, Service and Battle Dress uniforms, Service Medals and Badges including the 1939-1945 Star, the Air Crew Europe Star, the Canadian Volunteer Service Medal with Bomber Command Bar (posthumously received) and Clasp to the CVSM, War Medal 1939-1945, General Service Badge, RCAF Reserve Badge, I am fortunate to possess his original Flying and Wartime Logs; 27 letters home while overseas on operations from November 25 1943 to April 20 1944, the day he was shot down; letters from home, including a letter from his Father dated April 20 1944 that was returned; 12 Official letters and telegraphs to his parents from the day after he was declared Missing In Action, the day he was listed as a Prisoner Of War and to the day he was liberated; 15 letters home from April 30 1944 to January 21 1945 and 27 "Postkartes" from April 30 1944 to January 9 1945, all from Stalag Luft 3, as well as numerous press clippings.

I also have a Wehrmacht gas mask canister and fur flapped tornister back pack which he used to carry his belongings during the "Long March" out of Stalag Luft 3, and a hand made ring bearing an Iron Cross which I expect he traded cigarettes and chocolate for in the prison camp. He once told me that he also had a complete German Officer's uniform which he left behind during the "Long March" as only necessities were carried.

Correspondence Home

In a March 6 1944 letter he says "A thing I would really like to do is parachute jump, boy I wouldn't hesitate a second. In fact I'd love to". Forty-five days later he would jump to save his life. He once told me that after that, he had no desire whatsoever to ever jump again!

In another letter to his Mother, this time from Stalag Luft 3, he states: "When I do come home, there is just one thing I ask and that is you don't meet me at the station. I want to walk home and find you there as I imagine you now. Promise me that. I think of you constantly and if I were to be here 10 years, my affection would not grow less but ever stronger for you".

LW692 Crew - April 20, 1944

Back row left to right:
Sergeant Alfred Warren (RAF) Navigator | Sergeant Clifford Wheelhouse (RAF) Wireless Air Gunner
Sergeant Patrick Gough (RAF) Flight Engineer | Sergeant Clarke Wilson (RCAF) Bomb Aimer
Front row left to right:
Sergeant Robert Anderson (RCAF) Tail Gunner | Pilot Officer Raymond Leonard (RCAF) - pilot
Sergeant Paul Bourcier (RCAF) Mid-upper Gunner
as identified by Bill Anderson

Bombing Missions Flown

Inside a Halifax Bomber

In January 1944, Anderson was posted to the 420 "Snowy Owl" Squadron in Tholthorpe England, originally as a mid-upper gunner and later as a tail gunner in a Halifax Mark III bomber (Royal Canadian Air Force Flying Log Book for Aircrew other than Pilot).

February 15/16 1944, Halifax LW426 PT-Q bombed Berlin. Piloted by F/O DH Calder, crew members were Flight sergeant. OA Ritchie, Sergeant R.E. Qunnings, Sergeant PE Bethel, Sergeant Patrick Gough, Sergeant Robert A. Anderson and Sergeant W.H. Heidman. The aircraft took off at 1729 and flew 7 hours return, landing at 2355. This was the 420 Squadrons first operational sortie out of Tholthorpe in Halifax III bombers since returning from service in North Africa flying Wellingtons. Details of the Sortie stated "11 aircraft attacked target between 2118 and 2131 hours, height 19,000 to 22,000 feet. Bombs dropped: 264 x 30 lbs., 7920 x 4 lbs. and 990 x 4 lb "X". Attack appeared to be successful but owing to all aircraft early in attack and 10/10th cloud not much could be seen. Heavy flak was slight and in barrage form searchlights not effective. Some aircraft report fire glow could be seen against cloud. All aircraft landed away from base". According to Anderson's Flying Log, PT-Q landed at Hethel and returned to Tholthorpe, 195 miles away, on February 20, piloted by Flight Sergeant Leonard. 1:00 Flying Time day. All Dates, Aircraft, Crew, Flight Times and Details of Sortie from Operations Record Book, Bomber Command Museum of Canada Archives

✓ February 25/26, Halifax LW366 PT-V bombed Augsburg. Piloted by WO2 Raymond Leonard (An's Flying Log indicates Flight Sergeant Leonard), crew members were WO2 Clarke Wilson Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2130 hours and flew 7.29 hours, landing at 04:47 hours. Details of the Sortie stated "Attacked between 0113 and 0123 hours, height 22,000 to 23,500 feet. Bombs incendiaries. Crews report fires all over the town with large columns of black smoke rising up to 16,000 feet. The P.F.F. were on time and the markers were well concentrated. Weather over target was clear with slight ground haze, probably smoke. All aircraft attempted photographs. A few fighters were in the target area". Anderson's Flying Log shows "Diverted - 28/2/44 Return From Diversion 1:00 (Flying Time Day).

March 7/8, Halifax LW382 PT-Q bombed Lemans. Piloted by WO2 Raymond Leonard, crew members were WO2 Clarke Wilson Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant R.K. Wyatt. The aircraft took off at 1848 hours and flew 5.15 hours return, landing at 0002 hours. Details of the Sortie stated "Five aircraft attacked target from 2123 to 2147 hours, from 12,000 feet. Bombs, 6x1000 + 9x500. PFF markers were absent at Wave zero hours, causing large numbers of aircraft to circle over approximate target area waiting for markers. This caused the majority of aircraft to bomb late. Number of bomb bursts and flashes soon reflected on clouds. Large explosion white turning red in colour, seen. Weather 10/10th cloud overf target, tops 6/8000 ft".

Rare Photo of Halifax Bomber LW386
courtesy of Owen Merrick (Pilot Raymond Leonard's Great Nephew) and and Michael Baillargeon

✓ March 11 Training Flight, Halifax LW386 PT-A piloted by WO2 Raymond Leonard and with crew members WO2 Clarke Wilson, Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough, participated in a short fighter affiliation exercise.

✓ March 24/25, Halifax LW692 PT-V, piloted by WO2 Raymond Leonard and with crew members WO2 Clarke Wilson, Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough, set off for "Target Berlin". The aircraft took off at 1851 hours but was forced to return early due to undercarriage problems. It flew 2.35 hours, landing at 21:25 hours.

✓ March 26/27, Halifax LW590 PT-R, piloted by WO2 Raymond Leonard, bombed Essen. Crew members were WO2 Clarke Wilson Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2021 hours and flew 5.00 hours, landing at 0123 hours. Details of the Sortie stated "13 aircraft attacked target from 24,000 feet between 2202 and 2216 hours. Black smoke rising to 22,000 feet H/F lights to moderate in barrage form up to 24,000 feet. Weather 10/10th clouds in layers 8,000 feet".

March 30/31, Halifax LW692 PT-V, piloted by WO2 Raymond Leonard, bombed Nuremberg. Crew members were WO2 Clarke Wilson, Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant JOB Masse, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2208 hours, flew 7:39 hours return and landed at 05:39 hours. Details of the Sortie stated "12 aircraft attacked, two returned early, between 01:15 and 0125 hours from 20,000 feet, Bombs 50 x 30, 100 x 4. Attack appeared successful with PFF, markers and flares rather widely spread. Several crews reported explosions. Weather: was 5/10th 10/10th thin at 20,000 feet with thin layer of clouds about 10,000 feet. Landed at Ford". Russell McKay told me (Bill Anderson) that he missed the Nuremberg Raid because he was getting his appendix out in Scotland.

The Nuremberg Raid 30-31 March 1944
ISBN 0-304-35342-6

While the Bomber Command Operations Record Book, 420 (R.C.A.F.) Squadron, Form 541 states that the raid was successful, of the 782 bombers that took part in the raid, 96 bombers and 545 crewmen were lost, more than the total that died during the entire battle of Britain!

Martin Middlebrook, in his book "The Nuremberg Raid", states "Sir Arthur Harris, Commander-in-Chief of Bomber Command "¦ remained convinced that all-out attacks against the major cities would be the decisive factor in bringing the war to an end. He had anticipated that by 1 April 1944 his bombers would have caused in Germany "˜a state of devastation in which surrender is inevitable'. On the night of March 30, on what should have been a routine "˜maximum effort' raid to Nuremberg, Bomber Command suffered its heaviest loss of the war. Out of 779 bombers on the raid 96 were missing, while due to weather conditions over the target area Nuremberg was only lightly damaged."

In a letter home to his father, dated April 2/44, Anderson said, "I don't know where you got the idea that Luftwaffe was nearly dead. I got a kick when you said that ops over enemy territory would soon be just a ride. It sounds good to hear of terrific Nazi fighter losses but never underestimate your enemy. I think the Luftwaffe is a long way from dead, but I hope I am wrong. The boys sure took a beating the other nite by losing 97 kites, it was from fighters too. There was no flak at all. I know, I was there. We had a good trip and laid our eggs on the target ok. It was a lovely night. Moon light, that was the trouble, visibility was too good. It was so good that the Bomb Aimer got a pin point on the Rhine river and that's something. It gives me a thrill every time we cross the enemy coast you can see it so plain".

In his book, Middlebrook also quotes Anderson saying, "The only thing the Nuremberg Raid achieved was probably to raise morale in the Third Reich".

In another letter home to his father dated April 17/44, Anderson noted that while his aircraft was in the hangar getting its landing gear checked over, he stated that he "was looking it over and found a fair sized chunk of shrapnel sticking in her". He took out a screwdriver, dug it out and said that he would keep it as a souvenir and show it to you after the war. He then added, "We must have picked it up at Nuremberg" and also noted that he would be 20 years old in six days.

April 9/10, Halifax NA509 PT-B, piloted by WO2 Raymond Leonard, bombed Villeneuve St. George. Crew members were WO2 Clarke Wilson, F/S Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant N.C. Lewis, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2053 hours and flew 5.25 hours, landing at 0214 hours. Details of the Sortie stated "Bombs 6 x 1000, 8 x 500 M.O., Attacked target at 0004 hrs. from 15,000 feet. Markers, TK. Red and green both, also ground detail clearly visible. Bombing appeared to be well concentrated around T.I. A large explosion lasting for several seconds seen. George U/S. Monixa U/S. Good trip - target clearly visible".

April 10/11, Halifax LW692 PT-V, piloted by WO2 Raymond Leonard, bombed Ghent. Crew members were WO2 Clarke Wilson, F/S Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant JOB Masse, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2045 hours and flew 3.50 hours, landing at 0036 hours. Details of the Sortie stated "Bombs 9 x 1000, 6 x 500, M.G. Attacked target at 2251 hrs. from 13,000 feet. Some of the bombing seemed to be going to the south of the markers, but the raid seemed fairly good. P.F.F. were bang on time and the raid should be successful".

✓ April 18/19, Halifax LW692 PT-V, piloted by WO2 Raymond Leonard, bombed Noisy Le Sec. Crew members were WO2 Clarke Wilson, F/S Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough. The aircraft took off at 2104 hours and flew 5.25 hours, landing at 02:29 hours. Details of the Sortie stated "Bombs 6 x 1000, 9 x 500, M.C. Attacked target at 0000 1/4 hrs. from 15,000 feet PFF well concentrated. Large yellow explosion seen at 0007 hrs. PFF seemed bang on. Appeared to be a good shot. Friendly aircraft seen to blow up in front of us".

April 20, 1944 - Hit By Flak

Flight Path for LW692

✓ April 20 1944, Halifax LW692 PT-V, again piloted by Warrant Officer Second Class Raymond Leonard and with crew members Warrant Officer Second Class Clarke Wilson, Flight Sergeant Alfred Warren, Sergeant Clifford Wheelhouse, Sergeant Paul Bourcier, Sergeant Robert Anderson and Sergeant Patrick Gough, took off to attack the rail facilities at Lens France. LW692 PT-V, carrying a bomb load of 9 x 1000 and 6 x 500 pounds of high explosives, was shot down that evening by flak. Details Of Sortie Or Flight notes state "Missing. Nothing has been heard of this aircraft since take-off".

Weather described by other crew as "Thin Cloud 6/10th to 8/10th tops 5,000 ft."

Of the 154 Halifax bombers that took off, LW692 was the only aircraft that failed to return that night. Robert Anderson and Paul Bourcier, the mid-upper gunner, were its only survivors.

Sergeant Robert Anderson described the event as follows:

"We flew down to south England and over the channel. Reached enemy coast 10 minutes early and off track, we passed over very near Dieppe. They threw up a lot of flak and we got 3 hits, the plane shuddered, slowed down and lost height fast. Port engines went on fire, spread to whole wing, engineer admitted it was hopeless, skipper said bale out.

I got to escape hatch after mid upper gunner and jumped after him, plane was diving very fast and had trouble to get out of slipstream. Saw the plane spiral down on fire and crash. I landed in the mouth of a small river (Scie River) near Dieppe, had to use my Mae West, not a scratch."

Sergeant Paul Bourcier's account stated:

"After taking off and setting course for Southern England and then the channel we got off course and reached the enemy coast ten minutes before time over Dieppe, which was about 20 miles off course, as Le Havre was the crossing point.

We were picked up by radar and we were hit 3 times by flak, causing trouble to port engines, the necessary measures were taken, but fire started, and spreading rapidly on the port wing, I was then given order to bale out, which I did and by doing so landed safely. Out of front hatch."

1947 Pourville-sur-Mer
LW692 crash crater

Current Google Earth

Recent Pourville-sur-Mer
LW692 crash crater

Returned Escape Evader Report on LW692

Dieppe Newspaper article by Laurent Viton

A witness who spoke with French Researcher Laurent Viton, said that he saw the aircraft explode just over a marshy estuary of the Scie River at Pourville France. The crater that was left is not only visible in the 1947 aerial photograph shown below which was taken by the French Geographical Survey (Institute Geographique National), but remains visible today.

Laurent also stated "It couldn't be seen in 1944 as the area was flooded by the Germans to prevent an allied landing after the disastrous Jubilee (Dieppe) Raid in 1942 and as a forbidden area, locals were not allowed going close to the coast".

On June 28th, 1945, a letter was sent to Raymond Leonard's Father indicating that a Royal Air Force and Dominion Air Force Missing Research and Inquiry Service had been organized for the purpose of research and inquiry in liberated territories into the circumstances of aircrews reported as casualties. (see links below)

CASE CLOSED

August 26 1947: Final Decisions Made - CASE CLOSED

On November 26th 1947, a letter from the Undersecretary of State, Air Ministry, London stated that the Graves Registration Service of the War Office found that the St. Riquier es Plains Cemetery to be unsuitable and on March 2nd, 1948, a letter was sent from the R.C.A.F Casualty Officer in Ottawa to Mr. Wilson confirming that his son had been re-interred in the Grandcourt British Military Cemetery, 19 miles East Southeast of Dieppe and that his son lies at rest in Row E, Grave No 5. (see links below)

PoW Stalag Luft 3, Sagan Germany (now Zagan Poland)

Anderson PoW Log Book

After capture, the Nazi's interrogate Bourcier and Anderson. A quick timeline is presented by researcher David Champion:

"Plane goes down, Anderson and Bourcier are picked up. From there they take a train ride to the Dulag Luft (Luftwaffe Interrogation) centre at Oberursel, north of Frankfurt. Most fliers spent between 2-3 weeks there. Treatment ranged from pretty decent to threats to a strange scenario where the Luftwaffe stripped you of all your clothes and locked you in a room with the heat turned up high. They had an interrogator there from Kitchener, Ontario who spoke better English than some of the Canadians there. When the Fatherland called he returned to Germany." I (Bill Anderson) have never discussed the interrogation with my father Robert Anderson. However, a 1945 newspaper article that I was reading, titled 1,600 Airmen Return, Most From Captivity, it says "Shot down by flak over Dieppe in April of last year, F/O Bourcier and his friend F/O Bob Anderson of Winnipeg were subjected to a severe quizzing by the Nazis at a Frankfurt interrogation centre. When they refused to talk, they were sent to Stalag Luft 3 in Upper Silesia".

Both Anderson and Bourcier were sent to the North Compound of Stalag Luft 3, Sagan Germany (now Zagan Poland), arriving shortly after 50 airmen were recaptured and murdered by the SS under the direct order of Adolph Hitler for their part in what became known as "The Great Escape".

RAF interrogation Training Film

Britain Defence Secret German PoW Interrogation Analysis

While the letters and Postkartes home from Stalag Luft 3 were inspected and censored, they did describe basic day-to-day life in captivity. The letters home to his Dad during "ops" however, describe both the excitement and dangers encountered by bomber command crews, as well as the close relationships crew members developed, even if short lived. The latter further helps me understand why my Mother would often say that she had to hold and console him every November 11th as he always found that date to be an extremely difficult day.

Stalag Luft 3, Sagan Germany (now Zagan Poland)

North Compound of Stalag Luft 3
by Ley Kenyon author artist and POW in Stalag Luft 3

Marek Lazarz, Director of the Stalag Luft 3 Museum in Zagan Poland, states that Dad's ID card indicates that he was in building 108 room 19, then in building 107 room 15, and then in building 109 room unknown. Marek added "Sergeants usually lived in room #13, the room near the kitchen annex. You are probably wondering now why he changed the huts. There was no special reason of that. POWs had lot of freedom to operate within compound. Compounds were actually administrated by the POWs itself (by the senior officers, to be exact). So, it could be any reason why he changed the hut. Of course everything was supervised by the Germans and every action within compound was reported." Note: The "Great Escape" took place from building 104 out of tunnel Harry.

My Dad made the following statement on the loss of Halifax Bomber LW692 PT-V and crew members while a Prisoner of War:

"On the night of 20th/21st April, 1944 our aircraft was directly hit by flak near DIEPPE. The aircraft caught fire and the order to bale out was given. I was second to leave the aircraft. I was taken to YUETOT with Sergeant Bourcier. I identified the bodies of Flight Sergeant WHEELHOUSE and W/O WILSON and they were buried near Yuetot."

NOTE: In a March 7, 1945 letter to my Grandmother, the RCAF Casualty Officer stated "Since my letter of August 28th, 1944, further advice has been received from Overseas which states that your son, Robert Allan Anderson, who is a Prisoner of War in Germany, has been commissioned with the rank of Pilot Officer with effect from April 19th, 1944. His Officer's number is J92326. Notification of the promotion has been forwarded to the Department of External Affairs, Ottawa, for transmission to your son".

Then on May 1, 1945, the Canadian Minister of National Defence for Air, "By Command of His Excellency The Governor General" appointed Robert Allan Anderson to be an "Officer in Our Royal Canadian Air Force of Our Dominion of Canada from the Nineteenth Day of April 1944" to the "Rank of Pilot Officer".

RCAF Pilot Officer Braid

I have no idea as to when Dad learned about the promotion!

In his first letter home from Stalag Luft 3, dated 30/4/44, Dad writes "Dear Folks. Well how is all in Brandon? All is ok here and I'm not fooling. You must be glad to know I'm here and someday I'll come home alive and unwounded. "¦ Write to Mrs. Alex Bourcier Chateauguay Village Quebec eh, you remember Paul, well we're still together thank God. I guess we'll be pals till we die. The rest of the crew weren't so lucky. I only got a nose bleed when I bailed out. "¦ My biggest burden is worrying about you because I know you are worrying about me. My spirit is high and I can assure you I'll come home as young and wild as when I left." The letter was received July 20, 1944.

In a Postkarte home dated Oct 20/44, he told his Dad "When the parachute opened, my boots jerked off". When my Dad's sister Marie and her daughter Roxanne visited Paris many years later, Marie remarked that she had to walk down the Champs Élysées and under the Arc de Triomphe to be where her brother walked after capture with only one shoe!

In a December 13, 1944 letter, he says "In our room we have 5 English boys. 2 are Fleet Air Arm and have been down since early 1940, 3 are RAF prisoners from 2 to 3 years, there are 4 Canadians including Paul and myself W.O. Hal Lindlater from Vancouver shot down 3 days after us and W.O. Will Hamilton from Montreal a PoW since 42 plus 3 Americans shot down in July, they're swell guys".

See my Dad's Wartime Logbook for an original photograph of Manitobans in Stalag Luft 3 Source aircrewremembered.com for some background on each.

The Long March And Liberation

Estimated Route of Long March: A Sagan (Zagan) | B Halbau (Ilowa)
C Muskau (Bad Muskau) | D Spremberg | E Luckenwalde

As the Russians advanced towards Germany in 1945, Hitler gave the order to evacuate POW camps and move POWs closer to Berlin.

The March (1945)

Stalag Luft 3 Museum: The Long March

"May 6, 1945 — Russians refuse to let Americans evacuate us, some trucks have gone back empty. Russians have posted guards who have shot at some of the fellows."

On May 7 1945, he nevertheless managed to "escape" his "new captors" by making his way to the American lines at Magdeburg.

On May 13 1945, he provided additional information on the tragic fate of WO/2 Clark Wilson, W/Op. Flight Sergeant Clifford Wheelhouse and F/E Sergeant Patrick Gough in a "Questionnaire For Completion By RCAF Returned Evaders, Escapers Or Prisoners Of War", in which he added "F/E Sergeant Gough's flying boot badly torn and bloody. German's told us they were all dead."

In his last letter home dated May 31 1945, he said "My old squadron is flying home to train. Paul, myself and nearly all RCAF POWs are on here." He then reiterated, "I will be home very shortly now. Again I say don't meet me down east or don't meet the trains. Let me come home and find you there. I'll wire telling you the day I'll be in. Till then, love Bob."

Earlier in April 1945, the 420 Squadron converted to Lancaster bombers and when hostilities concluded in Europe, it was selected as part of Tiger Force slated for duty in the Pacific and returned to Canada for reorganization and training. While my Mother told me that Dad intended to take part, I never had the opportunity to discuss it with him. Everything changed however with the sudden end of the war in the Pacific.

LONG MARCH (TORTURE MARCH: Bob Anderson's title)

The Last Mile To Luckenwalde

Saturday January 29, 1945 — 9pm

Life at Lukenwalde (Stalag III-A)

Liberation (April 1945)

Return to Canada

Sailing on the Louis Pasteur (May 31, 1945)

SS Pasteur

See the May 31, 1945 letter below for his last letter before coming home.

"May 31, 10 pm
Just a line, we've been on this boat over 24 hours and are getting anxious to move. ........."

After the war, SS Pasteur was used to repatriate US and Canadian troops then returned to her owners in October 1945. Management was returned to Cie Sudatlantique in early 1946. After her return to France in 1946, she remained in French military service as troop transporter. She carried French troops to Vietnam (Vietnam War), and then to Algeria between 1954 and 1957. She was awarded France's highest honour, the Croix de Guerre. In February 1950, she made one voyage bringing 4,000 Dutch troops from Indonesia to the Netherlands.

The SS Pasteur

Life Aboard the SS Louis Pasteur

Final Thoughts

On June 28th, 1945, a letter was sent to Raymond Leonard's Father indicating that a Royal Air Force and Dominion Air Force Missing Research and Inquiry Service had been organized for the purpose of research and inquiry in liberated territories into the circumstances of aircrews reported as casualties. (see links below)

On August 26th 1947, a "POST PRESUMPTION MEMORANDUM Relating to HALIFAX LW692 Missing 20/21/4/44" indicated the following:

• WHEELHOUSE, C.J. and WILSON, H.C. were buried in CEMETERY ST. RIQUIER ES PLAINS in Graves 4 and 5 respectively.
• LEONARD, R.G., WARREN, A., and GOUGH, P.F. Remains Unrecoverable.
• Case Closed with Form 1833. Aircraft probably exploded in the air. Wreckage found in a marshy river estuary. It is considered no further human remains will ever be found.
• Two members SAFE.
• CASE CLOSED. (see links below)

On November 26th 1947, a letter from the Undersecretary of State, Air Ministry, London stated that the Graves Registration Service of the War Office found that the St. Riquier es Plains Cemetery to be unsuitable and on March 2nd, 1948, a letter was sent from the RCAF Casualty Officer in Ottawa to Mr. Wilson confirming that his son had been re-interred in the Grandcourt British Military Cemetery, 19 miles East Southeast of Dieppe and that his son lies at rest in Row E, Grave No 5. (see links below)

Reference Documents and Additional Material

R E F E R E N C E

Other Photographs Miscellaneous Photos listed below: A Wehrmacht gas mask canister fur flapped tornister back pack and hand made ring bearing an Iron Cross from Stalag Luft 3 Prize cup for skipping a winning 1963 POW curling tournament A pottery KLIM pitcher from a 1975 RCAF POW reunion in Regina Three photographs from 70 year old negatives of a model of Halifax PT-V that Dad made shortly after his return to Canada after liberation. A Halifax Bomber coded PT-V Halifax in a photo sent to me by Owen Merrick, the Great Nephew of Pilot Raymond Leonard. The photo is from Russell McKay's book "One Of The Many". Other Halifax Bombers from Tholthorpe coded PT-G, PT-J, PT-T and PT-R in which my Dad's Flying Log Book states that he flew in. Photo credits Michael Baillargeon. Dad's War and My Mother's Family History A Note On My Mother and Her Parents — With respect to the section in this link called My Grandpa Faulkner's War and the story of my Father, it is important to note that my brother John and I are the first generation of this Canadian lineage that has never had to experience the horrors of war! Russell McKay Russell McKay was a pilot in the 420 RCAF Squadron in World War II and author of the book "One Of The Many", describing day-by-day operations during and beyond the period my Dad was with the 420. I corresponded with Russell often and when I sent him a copy of my Dad's Wartime Log and Flying Log, he referred to it as my "Dad's War". I immediately understood what he meant. Russell also pointed out a couple of things I never knew: While my Dad maintained a diary of his POW experience, diaries were forbidden during "Ops", hence my interest in Dad's letters home during "Ops". A passage out of Mr. McKay's book states: "April 21, 1944"¨ Up and to flights. Weather very poor and squadron on stand down. One of my best friends missing from night's operation. It was his tenth op too. Came through training with him. He was a tall, quiet pilot from Toronto with a skilled crew. Let's hope that they were able to bail out, there is always a chance of escape over the Low Countries with assistance from the resistance movements if one lands safely on the ground. Night fighters are taking their toll and our aircraft seldom escape these attacks. The enemy fighters are equipped with heavy armament — canon — and can knock our aircraft out of the air from a safe distance, well out of the range of our lightly equipped gunners' 303 machine guns." While I assumed that Mr. McKay was referring to Pilot Officer Raymond Leonard and his crew (as Leonard's aircraft was the only aircraft from the 420 Squadron that was reported missing the night of April 20 1944), Leonard was only 5'6" in height. In speaking directly with Mr. McKay however, he did confirm that it was Ray Leonard and his crew that he referred to in the commentary. He also said that the Padre later gave him Leonard's camera after it was determined that he would not be returning. Russell said that he still had the camera to this date although he had no idea as to what had happened to his friend and crew after they were reported missing in 1944. I expect that because so many were lost, it was hard to keep track, or perhaps it was easier not knowing. George Sweanor, a former Stalag Luft 3 PoW, told me that only 17% of Bomber Command crews that were shot down survived. Russell once told me that that they needed to get a computer but was concerned about learning to operate one. I told him that any twenty year old who could learn to fly a huge four engine bomber in the dead of night across the English Channel and back would have no problem learning to function on a computer. Russell was also awarded the Legion of Honour from the French government during a ceremony at the Canadian War Museum Saturday November 8, 2014. I am honoured to have been able to speak with such a distinguished yet humble gentleman.

Certificate of Service

Special "Clubs"

In a September 8 '44 Postkarte home, Dad told his Dad "I don't see why I get a flying fish because I landed in the water but I get a caterpillar for using a parachute", adding, "I hope I never use one again".

In a December 25/44 letter home, he told his Folks "Paul and I got our caterpillars yesterday".

"THIS MEMORIAL IS DEDICATED TO THE 55 573 AIRMEN FROM THE BRITISH COMMONWEALTH & ALLIED NATIONS WHO SERVED IN RAF BOMBER COMMAND & LOST THEIR LIVES OVER THE COURSE OF THE SECOND WORLD WAR."