Royal Air Force Serial and Image Database
International Bomber Command Centre
Commonwealth War Graves Commission
Find-A-Grave.com
Library and Archives Canada Service Files (may not exist)
Westminster, London, England
de Havilland Mosquito
The de Havilland DH.98 Mosquito was a British twin-engine shoulder-winged multi-role combat aircraft, introduced during the Second World War. It was one of few operational front-line aircraft of the era whose frame was constructed almost entirely of wood. Nicknamed The Wooden Wonder, it was affectionately as the "Mossie" to its crews. The total number of DH98 Mosquito aircraft built was 7,781, the type serving with the main Allied air forces, including both the United States and Russia.
When Mosquito production began in 1941 it was the fastest propeller driven operational aircraft in the world. The first variant was an unarmed, high-speed, high-altitude photo-reconnaissance aircraft. Originally conceived as an unarmed fast bomber, the Mosquito's use evolved during the war into many roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, and maritime strike aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace. The crew of two, pilot and navigator, sat side by side, but a single passenger could ride in the aircraft's bomb bay when necessary.
The Mosquito FB Mk. VI was often flown in special raids, such as Operation Jericho, an attack on Amiens Prison in early 1944, and precision attacks against military intelligence, security and police facilities (such as Gestapo headquarters). On the 10th anniversary of the Nazi' seizure of power in 1943, a morning Mosquito attack knocked out the main Berlin broadcasting station while Hermann Goering was speaking, putting his speech off the air. Goering later said: "It makes me furious when I see the Mosquito. I turn green and yellow with envy. There is nothing the British do not have. They have the geniuses and we have the nincompoops."
The Mosquito flew with the RCAF and other air forces in the European, Mediterranean and Italian theatres. After the end of the Second World War Spartan Air Services flew 10 ex-RAF Mosquitoes, mostly B.35's plus one of only six PR.35's built, for high-altitude photographic survey work in Canada. There are approximately 30 non-flying Mosquitos around the world with five airworthy examples, three in the United States, one in Canada and one in New Zealand. Harold Skaarup web page and Wikipedia
Mosquito
BAE Systems (formerly De Havilland)
Wikipedia Mosquito
USAAF F-8 Mosquito Serial Numbers
Mosquitos shipped to Taiwanese Airforce
CASPIR Aircraft Groups:
RCAF On Strength (444), Canadian Aircraft Losses (274)Mosquito B.Mk. XX KB267
E
On 19 September, an order came through from Bomber Command for No. 5 Group to prepare for an attack on Bremen. Planes from No. 5 Group would be responsible for all aspects of the operation, including target illumination and marking and control of the raid. Cochrane, the AOC, would be responsible for tactics and route planning. As the day progressed, the weather forecast changed, and at 16:45 an order came through to change to the reserve targets at Rheydt and Moenchen-Gladbach.
At the flight planning conference it was decided that three areas would be attacked simultaneously; they were designated as red, green and yellow. The red area was Rheydt town centre, where the attack would be fully controlled by a master bomber who would monitor the marking and coordinate the main force bombing. The tactics of dispersed marking were untried and unrehearsed, and therefore would require expertise from the controller and markers.
The announcement that Wing Commander Guy Gibson VC would be the controller was met with general incredulity. It was assumed it would be regular controller from No. 54 Base Flight or a qualified one from No. 627 Squadron. Some suspicion started to circulate that the proposed complexity may have come from Gibson and his lack of experience in marking techniques.
As Gibson did not have a regular navigator, one had to be found to fly with him. The first choice (Charles Clark DFC) was ill, so Squadron Leader Jim Warwick was selected. He was the Station Navigation Officer and therefore screened from operations. There was also no serviceable Mosquito available at Coningsby for Gibson to use, so it was decided to use the reserve aircraft of No. 627 Squadron, located at RAF Woodhall Spa. Gibson and Warwick were driven over. When they arrived about 18:30, for unknown reasons, Gibson rejected the reserve aircraft KB213 and insisted on using the Mosquito B.XX KB267 instead. The crew who were expecting to fly in KB267 were unhappy with the change. As the two crews were performing different functions, the bomb loads had to be swapped. They took off at 19:51.
When they arrived at the target, the marking of the red area went badly wrong owing to a series of mishaps. The three markers could not identify the marking point and one aircraft had engine problems. Gibson attempted to mark it himself but his Target Indicators (TIs) did not release. As the illumination from the flares was fading, he called for more flares and warned the red section of the main force not to bomb. He then commanded them to stand by, so they started to turn away from the target. This was potentially dangerous and exposed them to further risk from flak and night fighters. Some started to bomb the green area, either out of confusion or nervousness. He then authorised the remaining aircraft to bomb the green area. The red area was eventually marked, but it was too late to direct any of the main force's aircraft to attack it. The raid concluded at 21:58. The time of Gibson's departure from the target is unknown. It is possible that he loitered in a wide, high orbit to assess the outcome and left around 22:00. One crew from No. 61 Squadron claimed they heard him say he had a damaged engine.
Gibson's aircraft crashed at Steenbergen in the Netherlands at around 22:30 and lit up in flames. Witnesses heard an aircraft flying low, saw that its cockpit was illuminated and then it crashed.At first, Gibson's failure to return to Woodhall Spa was not considered out of the ordinary, as it was assumed he had landed at Coningsby. Likewise at Coningsby there was no immediate concern as there was fog and it was assumed he would have landed elsewhere. However, it soon became apparent he had not returned. The rumour spread rapidly around No. 5 Group that he was missing. He was not posted officially as missing until 29 November,although Prime Minister Winston Churchill was informed on 26 September: "The Air Ministry have told us that Wing Commander Gibson, V.C. is reported missing from a recent raid in which he flew a Mosquito to Munchen Gladbach".
source: Wikipedia
1944-05-30 Ferry Flight Prestwick GB arrived from Canada 2024-04-03
1944-06-08 to Maintenance 13 MU RAF Henlow GB 2024-04-03
1944-07-08 Squadron Assignment 139 Squadron RAF Upwood GB 2024-04-03
1944-07-18 Squadron Assignment 627 Squadron RAF Woodhall Spa GB 2024-04-03
1944-09-19 Failed to Return Mönchengladbach DE 2024-03-28
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