DESCHAINE, Warrant Officer (now P/O) Gordon Edward (R109929/J93784) - Distinguished Flying Cross - No.75 (New Zealand) Squadron
NO4 B&GS (Bombing and Gunnery School) Fingal Ontario 26-03-1942 25-04-1942
Award effective 10 May 1945 as per London Gazette dated 24 May 1945 and AFRO 1453/45 dated 14 September 1945. Note that the unit was incorrectly identified as "No.74 (NZ) Squadron" in the London Gazette and the error was carried on by other sources.
Born 7 January 1922. Enlisted in Windsor, 4 August 1941 and posted to No.1 Manning Depot. Posted elsewhere, 20 August 1941. To No.5 ITS, 25 September 1941; promoted LAC, 22 November 1941; to No.9 AOS , 6 December 1941; to No.4 BGS, 14 March 1942; graduated and promoted Sergeant, 25 April 1942; posted that date to No.2 ANS; graduated 25 May 1942 but not posted until 9 June 1942 when sent to No.5 Manning Depot.
To Eastern Air Command, 18 June 1942; to RAF overseas, 12 July 1942. To No.619 Squadron, May 1943. Posted from No.31 Base to No.75 (NZ) Squadron, 7 November 1944 in crew of Flying Officer J.H. McDonald (whose operations covered the period 20 November 1944 to 29 January 1945; posted February 1945.)
Commissioned 28 February 1945. Repatriated 14 May 1945. To No.1 Air Command, 27 May 1945 and posted that date to No.16 SFTS. To Release Centre, 15 August 1945. Released 20 August 1945, to settle in Windsor, Ontario. Rejoined RCAF, 12 February 1956 to 1 November 1965 (Auxiliary, No.2401 Aircraft Control and Warning Squadron).source: Hugh Halliday
Bombing Antheor Viaduct France 1943-September-16 to 1943-September-16
(B) Sqn (RAF) Woodhall Spa
British National Archives, Kew (AIR 50/281/217) have the following "Report on Loss of Aircraft on Operations" covering incident in which he was in crew:
Aircraft: Lancaster EE106 - "E" of 619 Squadron.
Date of Loss: 16/17 September 1943
Cause of Loss: Lack of fuel followed by ditching; probable navigational error.
Target: Anthor Viaduct
Information from all members of the crew:Pilot: Flight Lieutenant Jones, S.E.J., captain;Navigator: Flying Officer Holding, A.D.;Wireless Operator: Flight Sergeant Faux, R.G.;Flight Engineer: Sergeant Brooks, H.E.;Bomb Aimer: Sergeant Descaine, E.;Air Gunner, Mid-Upper: Sergeant Cook, C.S.;Air Gunner, Rear: Flying Officer Cartwright, A.W.E.P.
GEE was unsatisfactory on the outward journey up to about 4ÌŠ E when it came on and was serviceable as far as approximately 6ÌŠ E when it again became unserviceable. GEE showed the aircraft to be about 30 miles north of the track and the course was corrected. The Met forecast gave winds of 30-40 m.p.h. on the outward journey and light and variable at the target, but it was estimated that the wind was backing from westerly to southerly and increasing to 70-80 m.p.h. The speed was kept at 155 I.A.S. as instructed for the outward journey and the compass was checked.
The aircraft crossed the coast at Cap Ferrat and circled the rendevous island until the squadron had assembled. E/619 was due at the renndevous at 00.30 hours and the E.T.A. was 00.40 hours. The aircraft was the last to bomb the target at 1.20 hours from 300 feet, the target being identified visually. A small amount of light flak was encountered but no damage was noticed at the time. Delayed action bombs were used and no results were observed.
Height was gained over the sea to 6,000 feet and the compass was checked (method not given). Course was set 288ÌŠto allow for an estimated 60 m.p.h. southerly wind. There is some possible confusion here, in the story as told as to whether courses were "True" or "Magnetic". The Navigator sais "True" while the pilot at first said "Magnetic" but they finally agreed that "True" was correct. The aircraft climbed to 12,000 feet for the homeward journey and entered cloud at 8,000-12,000 feet, flying in cloud continually until the descent was made later at the estimated position of the French coast. GEE was unserviceable and the navigation was all by dead reckoning. As the winds to the north has been westerly and lighter on the outward journey, course was altered to 295ÌŠ between Long. 2ÌŠand 3ÌŠE. At the outward position by D.R. of 46.30N 01.08E course was altered to 270ÌŠ at an estimated time of between 03.45 hours and 04.00 hours.
At the E.T.A. French coast (04.15 hours) they descended and broke cloud at 6,000 feet, expecting to cross the French coast. Instead they found themselves over a lighted town which they thought must be in Spain and it was realized for the first time they were off track. Course was altered to 330ÌŠ for about 50 minutes and an M.F. fix was then asked for (approximately 05.05 hours). As Plympton was unable to plot they they were given a Q.T.E. of 200ÌŠ from Plympton (05.30 hours). At this time they were still inland. The coast was crossed at 05.50 hours and an S.O.S. fix was asked for. No reply was received except letter "K" reported. It is noted here that the last was heard of E/619 by the home base was a fix at 05.55 hours, position [mutilated word] 43.N 06.17E which E/619 did not receive.
The upper sky cleared and they were able to get an Astrofix 120 miles W.N.W. of Santander. (Black plotting from this would indicate that the course to the lighted town may have been about 50ÌŠ off the briefed route).
The Flight Engineer checked the petrol and it was found to be only sufficient to reach approximately 48ÌŠ N. Latitude, near the Brest peninsula. The captain decided that, rather than be forced down in enemy waters, it was preferable to proceed in the direction of Gibralter, though he did not hope to reach it. As they had no map of Spain they followed round the coast about five miles off.
About 12 miles north of Operto (time approximately 07.00-07.15 hours), it was decided to land and, as there was a heavy ground haze over the land, it was considered preferable to come down on the sea. The electrical apparatus was destroyed (V.H.F., I.F.F., GEE and MONICA) and the aircraft was put down on the sea about 200 yards off shore. The crew took to the dinghy but were picked up and taken to shore by some Portugese fishermen.
The aircraft was washed ashore and some light flak damage holes were found in the port mainplane, probably from the Viaduct defences as the crew did not think they were fired vat over Spain. The crew were soon taken in charge by the authorities and removed, but as far as they are aware no attempt at salvage was made by the Portugese authorities and they presume that the aircraft was allowed to lie and be broken up by the sea.
The following additional information was obtained from the crew. Prior to the operation the aircraft had been on a three-day inspection and compass check, and had not been flown since. The fuel load was 2,150 gallons. Three runs were made over the Target Area at high boost and high revs. No other use of high boost or hot air was made. There was no excessive climbing apart from that planned and only slight hoar frost on the windows was observed.source: Hugh Halliday
Avro Lancaster
Avro Lancaster Mk. X RCAF Serial FM 213 Canadian Warplane Heritage Museum
The Avro Lancaster is a British Second World War heavy bomber. It was designed and manufactured by Avro as a contemporary of the Handley Page Halifax, both bombers having been developed to the same specification, as well as the Short Stirling, all three aircraft being four-engined heavy bombers adopted by the Royal Air Force (RAF) during the same wartime era.
The Lancaster has its origins in the twin-engine Avro Manchester which had been developed during the late 1930s in response to the Air Ministry Specification P.13/36 for a capable medium bomber for "world-wide use". Originally developed as an evolution of the Manchester (which had proved troublesome in service and was retired in 1942), the Lancaster was designed by Roy Chadwick and powered by four Rolls-Royce Merlins and in one version, Bristol Hercules engines. It first saw service with RAF Bomber Command in 1942 and as the strategic bombing offensive over Europe gathered momentum, it was the main aircraft for the night-time bombing campaigns that followed. As increasing numbers of the type were produced, it became the principal heavy bomber used by the RAF, the Royal Canadian Air Force (RCAF) and squadrons from other Commonwealth and European countries serving within the RAF, overshadowing the Halifax and Stirling. Wikipedia
Lancaster EE106 Mk.I/III - Bombing Antheor Viaduct France - 1943-09-16 to 1943-09-16
Squadron: (B) Sqn (RAF)
Start Date: 1943-09-16
Completion Date: 1943-09-16
Mission: Bombing
Operation: unspecified
Target City: Antheor Viaduct France
Target Specific:
Base: Woodhall Spa
Take Off Time:
Squadron Code: PG E
Radio Code:
Return Base:
Return Time:
Crash City:
Crash Specifics:
Crash Latitude: 0.00000000
Crash Longitude: 0.00000000
Crash Reason: flak
Flak Battery:
Enemy Claim:
War Diary Unavailable6 Group Unavailable
British National Archives, Kew (AIR 50/281/217) have the following "Report on Loss of Aircraft on Operations" covering incident in which he was in crew:
Aircraft: Lancaster EE106 - "E" of 619 Squadron.
Date of Loss: 16/17 September 1943
Cause of Loss: Lack of fuel followed by ditching; probable navigational error.
Target: Anthor Viaduct
Information from all members of the crew:Pilot: Flight Lieutenant Jones, S.E.J., captain;Navigator: Flying Officer Holding, A.D.;Wireless Operator: Flight Sergeant Faux, R.G.;Flight Engineer: Sergeant Brooks, H.E.;Bomb Aimer: Sergeant Descaine, E.;Air Gunner, Mid-Upper: Sergeant Cook, C.S.;Air Gunner, Rear: Flying Officer Cartwright, A.W.E.P.
GEE was unsatisfactory on the outward journey up to about 4ÌŠ E when it came on and was serviceable as far as approximately 6ÌŠ E when it again became unserviceable. GEE showed the aircraft to be about 30 miles north of the track and the course was corrected. The Met forecast gave winds of 30-40 m.p.h. on the outward journey and light and variable at the target, but it was estimated that the wind was backing from westerly to southerly and increasing to 70-80 m.p.h. The speed was kept at 155 I.A.S. as instructed for the outward journey and the compass was checked.
The aircraft crossed the coast at Cap Ferrat and circled the rendevous island until the squadron had assembled. E/619 was due at the renndevous at 00.30 hours and the E.T.A. was 00.40 hours. The aircraft was the last to bomb the target at 1.20 hours from 300 feet, the target being identified visually. A small amount of light flak was encountered but no damage was noticed at the time. Delayed action bombs were used and no results were observed.
Height was gained over the sea to 6,000 feet and the compass was checked (method not given). Course was set 288ÌŠto allow for an estimated 60 m.p.h. southerly wind. There is some possible confusion here, in the story as told as to whether courses were "True" or "Magnetic". The Navigator sais "True" while the pilot at first said "Magnetic" but they finally agreed that "True" was correct. The aircraft climbed to 12,000 feet for the homeward journey and entered cloud at 8,000-12,000 feet, flying in cloud continually until the descent was made later at the estimated position of the French coast. GEE was unserviceable and the navigation was all by dead reckoning. As the winds to the north has been westerly and lighter on the outward journey, course was altered to 295ÌŠ between Long. 2ÌŠand 3ÌŠE. At the outward position by D.R. of 46.30N 01.08E course was altered to 270ÌŠ at an estimated time of between 03.45 hours and 04.00 hours.
At the E.T.A. French coast (04.15 hours) they descended and broke cloud at 6,000 feet, expecting to cross the French coast. Instead they found themselves over a lighted town which they thought must be in Spain and it was realized for the first time they were off track. Course was altered to 330ÌŠ for about 50 minutes and an M.F. fix was then asked for (approximately 05.05 hours). As Plympton was unable to plot they they were given a Q.T.E. of 200ÌŠ from Plympton (05.30 hours). At this time they were still inland. The coast was crossed at 05.50 hours and an S.O.S. fix was asked for. No reply was received except letter "K" reported. It is noted here that the last was heard of E/619 by the home base was a fix at 05.55 hours, position [mutilated word] 43.N 06.17E which E/619 did not receive.
The upper sky cleared and they were able to get an Astrofix 120 miles W.N.W. of Santander. (Black plotting from this would indicate that the course to the lighted town may have been about 50ÌŠ off the briefed route).
The Flight Engineer checked the petrol and it was found to be only sufficient to reach approximately 48ÌŠ N. Latitude, near the Brest peninsula. The captain decided that, rather than be forced down in enemy waters, it was preferable to proceed in the direction of Gibralter, though he did not hope to reach it. As they had no map of Spain they followed round the coast about five miles off.
About 12 miles north of Operto (time approximately 07.00-07.15 hours), it was decided to land and, as there was a heavy ground haze over the land, it was considered preferable to come down on the sea. The electrical apparatus was destroyed (V.H.F., I.F.F., GEE and MONICA) and the aircraft was put down on the sea about 200 yards off shore. The crew took to the dinghy but were picked up and taken to shore by some Portugese fishermen.
The aircraft was washed ashore and some light flak damage holes were found in the port mainplane, probably from the Viaduct defences as the crew did not think they were fired vat over Spain. The crew were soon taken in charge by the authorities and removed, but as far as they are aware no attempt at salvage was made by the Portugese authorities and they presume that the aircraft was allowed to lie and be broken up by the sea.
The following additional information was obtained from the crew. Prior to the operation the aircraft had been on a three-day inspection and compass check, and had not been flown since. The fuel load was 2,150 gallons. Three runs were made over the Target Area at high boost and high revs. No other use of high boost or hot air was made. There was no excessive climbing apart from that planned and only slight hoar frost on the windows was observed.source: Hugh Halliday
4 x Rolls-Royce, Packard or Ford UK built Merlin XX, 22, 24, 28, 85 or 224 liquid-cooled V-12 piston engines with power output between 1,280 hp (954 kW) and 1,635 hp (1,219 kW) each
Lancaster Mk.II:
4 x Bristol Hercules Mk.VI or XVI air-cooled 14-cylinder radial piston engines with power output of 1,615 hp (1,204 kW) each
Propellers:
Lancaster Mk.I, III, VI, VII & X:
3-bladed de Havilland, Hamilton Standard or Nash Kelvinator Hydromatic constant-speed fully feathering metal bladed propellers, 13 ft (3.96 m) diameter
Lancaster Mk.II:
Rotol electric constant-speed fully feathering wooden bladed propellers, 13 ft (3.96 m) diameter
Performance:
Maximum speed:
Lancaster Mk.I, II, III, VII & X: 287 mph (461 km/h)
Lancaster Mk.VI: 315 mph (507 km/h)
Cruising speed: 207 mph (333 km/h)
Range: 2,530 mi (4,073 km)
Service ceiling: 23,500 ft (7,162 m)
Armament:
Standard:
Two 0.303-inch (7.7 mm) Browning Mark II machine guns in:
Nash and Thompson FN5 nose and
FN50/150 mid-upper turrets,
four 0.303-inch Browning Mark II machine guns in Nash and Thompson FN20/120/121 rear turret
Alternative/additional:
Nash and Thompson FN64 ventral turret with two 0.303-inch (7.7 mm) Browning Mark II machine guns
Glenn Martin 250CE electrically operated mid-upper turret with two 0.5-inch (12.7 mm) Browning AN/M2 machine guns (Lancaster Mk.VII and late production Lancaster Mk. X only)
Nash and Thompson FN82 rear turret with two 0.5-inch (12.7 mm) Browning AN/M2 machine guns (Lancaster Mk.VII &late production Lancaster Mk.I only)
Rose Brothers Type R rear turret with two 0.5-inch (12.7 mm) Browning AN/M2 machine guns (late production Lancaster Mk.I & III only)
Ventral 0.303-inch (7.7 mm) Browning Mk.II machine gun in a free mount (Lancaster Type 464 only)
Ventral 0.5-inch (12.7 mm) Browning AN/M2 machine gun in a free mount
ARI 5559 A.G.L.T. 'Village Inn' Mk.I: Radar guided gun laying system (incorporating Infrared IFF recognition system) fitted to FN121 rear turret with four 0.303-inch (7.7 mm) Browning Mark II machine guns
Bomb loads:
Typical:
14,000 lb (6,350 kg) consisting of varying combinations of 2,000 lb AP, 2,000 lb HC, 4,000 lb HC, 8,000 lb HC, 250 lb, 500 lb, 1,000 lb bombs, or various sizes of incendiary bombs installed in Small Bomb Containers or Cluster Projectiles
1 x 12,000lb (5,443 kg) HC bomb
6 x 1,850 lb (839 kg) Parachute Anti-Shipping Mines
Specialized:
1 x 5,500 lb (2,494 kg) Capital Ship Bomb
12 x 500 lb (226 kg) JW 'Johnny Walker' Oscillating Mine
1 x 9,250 lb (4,195 kg) Vickers-Armstrongs Type 464 'Upkeep' revolving depth charge
1 x 12,000lb (5,443 kg) MC Vickers-Armstrongs 'Tallboy' deep penetration bomb
1 x 22,000 lb (9,979 kg) MC Vickers-Armstrongs 'Grand Slam' deep penetration bomb
Communication and navigation equipment:
TR9F: HF R/T radio transceiver
TR1196: HF R/T radio transceiver
TR1143/SCR522: VHF R/T radio transceiver
T1154: Medium and High frequency W/T transmitter
R1155: Medium and High frequency W/T & direction finding receiver
ARI 5033/5083 GEE Mk.I/II: Radio navigation system
ARI 5560/5564 H2S Mk.II/III: Radar navigation/target finding system
TR3190/3160 Lucero Mk.I & II: H2S adapter to permit interrogation of radar navigation beacons, Eureka beacons & IFF
ARI 5525/5597 GEE-H Mk.I/II: Radio navigation/target finding system
AN/APN-4 LORAN: Long range radio navigation system
ARI 5148/5514/5582 Oboe Mk.I & II: Radar bomb aiming system
AN/AP1 (AYD): Low range radar altimeter
SCR-718-C: High range radar altimeter
Lorenz Standard Beam Approach: Runway blind approach system
Radio Countermeasures:
ARI 5000/5025/5640 IFF Mk.II & III: Friend or Foe radar identification system
ARI 5171/5625/5672/5769 Mandrel: Freya and Wurzburg radar jamming system
ARI 5538/5557 Boozer Mk.I & II: Passive radar warning receiver
ARI 5122/5281 Monica Mk.I, III & V ('Lulu'): Active tail warning radar
Tinsel/Special Tinsel: Night fighter radio control jamming system
TR3549 Airborne Cigar (ABC): Night fighter radio control jamming system
ARI 5549 Carpet II: Wurzburg radar jamming system
Coming Soon!
Ventral Turrets
ventralturret.jpeg image not found
As originally designed the Lancaster was provided with ventral defence in the form of a Nash and Thompson FN64 turret, which was fitted to some early production aircraft. However, in common with all other periscope sighted ventral turrets, the narrow viewing angle made it almost impossible for gunners to acquire and track targets, and the few turrets which were installed were soon removed from service.
2_DS707_7-6-44.jpg image not found Mod_925ventral50calMG-1.jpg image not found 3 _W4766.jpg image not found
The ventral .50 inch (50 calib) was approved as Lanc Mod.925 during February 1944, and was one of a number of unsuccessful measures taken to counter night fighter attacks from below.
The growth of the Luftwaffe night fighter force was followed by an increase in the in the number of attacks from below, exacerbated from August 1943 onward by the introduction of aircraft equipped with Schrage Musik upward firing 20mm cannon. A number of responses were considered by Bomber Command including a free mounted ventral .50 calibre Browning machine gun, which was approved on the Lancaster as Modification 925 during February 1944.
The modification was very basic, consisting of little more than an enlarged bicycle seat for the gunner and a simple free mounted gun with open sights which fired through the ventral turret/H2S aperture. On aircraft with bulged bomb doors the mounting (often unpainted) was incorporated into the fairing at the rear of the doors.
Non-H2S fitted aircraft were sporadically equipped with the gun from February 1944 onward, although a clear plan for installation appears to have been lacking. The quantity of aircraft which actually had the gun installed is unknown and photos of the mounting with a Browning actually installed are very rare.
Serious problems quickly became apparent, as noted in the following V Group monthly newsletter for April 1944:- "With the gunner strapped in his seat it is difficult to follow the gun round on the beam; it is difficult for the gunner to get his head down behind the sight as it tends to push the oxygen mask upwards on the gunners face; and also considerable vibration is experienced on the sight when the gun is fired."
These problems, plus the gradually more widespread introduction of H2S saw the gun fall out of use quite quickly, although it does appear to have been retained on some aircraft until war's end (most notably in 3 Group).
The quantity of aircraft which actually had the gun installed is unknown and photos of the mounting with a Browning actually installed are very rare.
75SqnORBextractMarch1945.jpg image not found
Notice on these aircraft the extra position in the eight person crew of Mid-Under-Gunner.