George Dove was born in Scarborough in 1921 and was educated at the town's Gladstone Road school, after leaving school he worked for the GPO for three years before joining the RAF. He first served with 166 Squadron flying Hampdens prior to WW2 and soon after the outbreak of war he transferred to 10 Squadron in May 1940. By the end of October 1940 had completed 26 sorties. He survived the crash of Whitley P4957 on moorland near Slaggyford in the North Pennines on 30th October 1940 but sustained a broken arm. He was recommended for the DFM and was later awarded the DFM for his services to 10 Squadron. Notification appeared in the London Gazette on 18th April 1941. After completing his Tour he trained as an Air Gunner and became an instructor before commencing a second tour of operations with 101 Squadron in early 1943. While returning from his fifth sortie with 101 Squadron on 14th/15th February 1943 his aircraft was seriously damaged by an Italian night fighter. He was awarded the CGM for his actions in Lancaster ED377 on that night and the award was Gazetted on 23rd April 1943. The Citation was a joint one with other members of his crew, it reads.. "On the night of 14th February 1943, Pilot Officer Gates, Flight Sergeant Dove and Sergeants Williams, Bain and Airey were members of the crew of an aircraft captained by Sergeant Hazard, which was detailed to attack Milan. Whilst over the target area, the aircraft was attacked by an enemy fighter from close range. Its gunfire exploded some incendiary bombs which had failed to release and a fire quickly developed in the bomber. The fuselage became a mass of flames reaching through the mid-upper turret manned by Flight Sergeant Dove. Ammunition in the turret boxes and ducts commenced to explode in all directions. In the face of an appalling situation, Flight Sergeant Dove coolly remained at his post. Although he was burned about the hands and face, he manned his guns with grim resolution, skill and accuracy. He delivered a devastating burst at the attacker, which had already been engaged and hit by the rear gunner and succeeded in destroying it. Disregarding the roaring flames, he then descended from his turret and went to the assistance of Sergeant Airey, the rear gunner, who had been wounded, and extricated him from the rear turret. The situation had become extremely critical and Sergeant Hazard ordered the crew to prepare to abandon aircraft. When informed that one of his comrades was helpless he decided, in spite of the grave risk entailed, to attempt a forced landing. Meanwhile, Pilot Officer Gates, assisted by Sergeants Williams and Bain bravely tackled the fire with extinguishers and succeeded in getting it under control. The aircraft was now down to 800 feet but, as the fire had subsided. Sergeant Hazard quickly decided to attempt to fly the badly damaged bomber home. He regained height and displaying fine airmanship crossed the Alps in safety, although one engine failed whilst so doing. On the remainder of the journey Pilot Officer Gates rendered valuable assistance to his captain and frequently ministered to his wounded comrade, Although this necessitated clambering over a hole in the floor of the aircraft in darkness. Aided by the skilful navigation of Sergeant Williams and good work by Sergeant Bain, the flight engineer, Sergeant Hazard succeeded in flying the seriously damaged aircraft back to this Country. In circumstances of the greatest danger, this aircraft crew displayed-courage, fortitude and devotion, to duty in keeping with with the highest traditions of the Royal Air Force."

There is more to the story surrounding his CGM however, it was originally recommended as a Victoria Cross and the original recommendation for the Victoria Cross stated..

"On the night of 14th February 1943, the Lancaster aircraft in which Flight Sergeant Dove was the Mid-Upper Gunner, took part in an operational sortie to Milan. Shortly after bombing had been carried out this aircraft was attacked at 200 yards range by an enemy night fighter which opened fire and ignited 4 x 30lb. incendiaries still in the bomb bay of the Lancaster. The Rear-Gunner, although wounded in the leg, had replied and succeeded in setting the engine of the enemy fighter on fire. The Lancaster was already on fire amidships and the flames had rapidly risen up to the mid-upper turret where Flight Sergeant Dove remained at his post although burnt about the face and hands. In spite of this he handled his gun with cool determination and got in a good burst as the enemy aircraft turned away in a climbing turn to starboard, as a result of which it dived in flames and was destroyed. Hearing over the inter-com that the Rear-Gunner was wounded, Flight Sergeant Dove got down from his turret into the flames which were exploding ammunition in the ducts, and made his way to the rear turret. Despite his own injuries, and the flaming inferno behind him, and the fact that his inter-com and oxygen was unplugged, he succeeded in extricating the Rear-Gunner. Flight Sergeant Dove did not leave his comrade to attend to his own injuries until the fire was subdued and he was relieved by another member of the crew. Nothing was known of Flight Sergeant Dove’s injuries of which he made no mention until after landing at base. By his determination, courageous action and fearless disregard for danger this N.C.O. displayed gallantry of the highest order."

The remarks of his Station Commander stated that.."By his cool, calm and determined valour, Flight Sergeant Dove has added yet another act of heroism to the epic of the Royal Air Force. In spite of flames, which were roaring through the mid-upper turret, he displayed a complete disregard of his own safety in a perilous situation and continued to man his guns with such grim determination, and to handle them with such accuracy, that the enemy fighter burst into flames and undoubtedly was destroyed. Thereafter, he descended from his turret into the flames which must, by now, have seemed to him inextinguishable, to attend to the Rear-Gunner. Despite the fact that to attach his parachute and bale out through the aft door of the fuselage was a simple matter and a ready escape from the raging fire, he deliberately abandoned this chance of saving his own life and proceeded past the door to extricate the Rear-Gunner from his turret. This he did successfully regardless of his own suffering from second degree burns about his face and hands. His object achieved, he rendered valiant assistance to the remainder of the crew in subduing the flames. Thence onwards, Flight Sergeant Dove displayed fortitude of the highest order by making no mention of his injuries to his Captain or crew, so that their attention should not be distracted from their duties, but remained quietly unattended on the rest bed until a safe landing had been completed. I regard Flight Sergeant Dove’s indomitable courage, skill and fortitude as exceptional, and one worthy of the award of the Victoria Cross.’

In his covering remarks the A.O.C. of No.1 Group also recommended Dove for the Victoria Cross, but ultimately the award was reduced to a C.G.M. by the Commander in Chief of Bomber Command.

The original recommendation for his DFM referred to the flak incident recorded above and stated: "Prior to being posted from this unit this Wireless Operator / Air Gunner had completed a total of 31 operational missions. Of these missions, 26 were successfully completed and eight were carried out in the capacity of 1st Wireless Operator. Details of the successful missions are give here under [by way of example]:

23.9.1940. Captain of aircraft - P/O Bridson. Invasion barges and shipping at Boulogne were successfully attacked on this occasion. Bursts were seen in the No. 3 basin and fires broke out. Heavy and accurate flak from A.A. guns was experienced and the aircraft was hit several times but no casualties were sustained. Searchlights were operating in fair numbers.

29.10.1940. Captain of aircraft - P/O Peers. A successful attack was made on the docks and shipping at Wilhelmshaven. All bombs were dropped in one stick from 10,000 feet and bursts were seen in the target area. Intense opposition from A.A. guns and searchlights was encountered but no damage or casualties were sustained. On returning to base, the aircraft circled the aerodrome, received permission to land but flew on and finally crashed at Slaggyford. The aircraft was completely wrecked but the crew escaped with superficial injuries.

This N.C.O., though a slow starter, eventually achieved a high degree of efficiency as a 1st Wireless Operator. He possesses a quiet personality and has proved himself sound and completely reliable. His conduct on all operations has been in accordance with the highest traditions of the Service."

His medal set sold at auction in 2011 for £33,000. The sale guide gave a good account of the events surrounding his award of his CGM and was taken from Alan Cooper’s "In Action with the Enemy", it reads..

"The target that night was Milan, in northern Italy. Sergeant Ivan Henry Hazard was a pilot with 101 Squadron and this night would be the occasion for a unique record in the annals of awards for gallantry. Hazard and his crew took off from Holme-on-Spalding at 6.50 p.m. in Lancaster ED377 SR-X. After successfully bombing the target from 11,000 feet at 10.41 p.m., they were attacked by a fighter - a CR.42 biplane - six minutes later. The Fiat got in a burst of fire from about 100 yards, but as it turned away was seen to be hit by return fire from the Rear Gunner, Sergeant Airey, and the Mid-Upper Gunner, Flight Sergeant George Dove, D.F.M. The Fiat went down in flames and was claimed as destroyed. In all, the gunners fired over 300 rounds between them. The Lancaster, however, had been severely damaged. Machine gun bullets had exploded incendiaries still in the bomb bay which had failed to release and there were numerous bullet holes in the starboard centre petrol tank. The intercom had been damaged and fire had broken out in the rear part of the fuselage; then the burning incendiaries had exploded, leaving a large hole in the fuselage floor. Sergeant Leslie Airey had been hit in the legs during the attack and received facial burns. Flight Sergeant Dove recalled: ‘The fighter’s first burst hit the petrol tank and wounded Airey, the Rear Gunner. Another set the incendiaries alight. Airey replied and set the enemy plane on fire. Then I gave a burst and saw it fall away blazing. While I was firing, flames and smoke rolled into my turret. My window was burned and ammunition began to explode. I scrambled down and picked Airey out of his turret, but owing to the fire and a hole blown in the bottom of the aircraft, I couldn’t carry him forward.’ In the meantime, Pilot Officer Moffatt, the Bomb Aimer, had mistaken the pilot’s orders to prepare to bale out, and went out by parachute. Pilot Officer F. W. Gates, the Wireless Operator, Sergeant J. F. Bain, the Engineer, and Sergeant W. E. Williams, the Navigator, all set about extinguishing the flames, while Sergeant Airey, lying on the floor at the rear of the aircraft, continued to try and beat out the flames about him. Then the port engine caught fire so the pilot put the aircraft into a dive to blow it out, levelling out at 800 feet. With the Rear Gunner being wounded, abandoning the Lancaster was out, so Hazard would have to try and make a forced landing somewhere. By now the starboard outer engine was failing. All the escape hatches had been jettisoned in preparation for instant escape, the intercom was now totally dead and the oxygen had gone. But then Gates, Bain and Williams, succeeded in putting out the fuselage fire, and as Hazard had blown out the engine fire, he decided to try and get the aircraft and themselves home. Hazard managed to haul the crippled bomber up to 15,500 feet to cross the alps, but then had to feather the starboard outer engine which now failed and he was compelled to make a detour and steer through the peaks rather than fly over them. The Navigator, Sergeant William Ernest Williams, taking the course the pilot had been steering, worked on his dead reckoning, until he obtained an astro-fix. All his navigation was above 10/10ths cloud and his work was instrumental in Hazard getting them back to England. Williams did not receive any wireless aid until he reached the English Channel and for a period of over five hours he navigated solely by D.R. and astro readings. So as not to violate Swiss territory, he deliberately overshot his estimated time at the turning point in France by five minutes. After leaving his position to help with the fires, Sergeant James Fortune Bain, the Engineer, returned to find his starboard tank holed and leaking. He turned on the balance cocks and manipulated the petrol system throughout the return flight with the greatest skill, and on landing only some fifteen gallons of petrol were still in the port inner tank. Pilot Officer Frederick William Gates, the W.Op., having done his share in putting out the fires, had then, with the light of a torch, rendered first aid and applied a tourniquet to Sergeant Airey’s leg and given him morphine. Later he re-established intercom contact with the forward part of the aircraft by shortening the wiring, despite having to negotiate the gaping hole in the fuselage floor on several occasions. On reaching the French coast Gates returned to his set and sent out S.O.S. signals and in making contact, was able to direct Sergeant Hazard towards the fighter field at Tangmere, in Sussex, where they landed safely in spite of having no hydraulics and only 10 degree of flaps. It was only after landing that George Dove mentioned that he had been burned on the face and hands when the flames had risen to his upper turret. Sergeants Bain, Airey and Williams were all recommended on 16th February for awards of the C.G.M., Pilot Officer Gates the D.S.O., while Hazard and Dove were recommended for the Victoria Cross. These two latter recommendations went as far as the A.O.C. of No.1 Group, Bomber Command, who approved them, but upon reaching the C.-in-C., were changed on 11th March to immediate awards of the C.G.M. All five C.G.Ms and the D.S.O. to Gates, were gazetted on 23rd March. A report on their Lancaster by the A.V.Roe Company stated, ‘It was the severest fire damage ever seen to one of our aircraft, and the Skipper had to be praised on his skill in getting it back.’

Hazard, Williams and Bain returned to flying soon after this incident and were air-testing Lancaster ED446 on 20th March 1943 when it crashed onto the beach at Hornsea, Yorkshire with this loss of all on board. Frederick Gates also returned to 101 Squadron but was killed when Lancaster ED835 crashed near North Cave on 5th May 1943. George Dove was still being treated at East Grinstead Hospital for his burns at the time as a member of the Guinea Pig Club. He was grounded from flying but Post-war he served for ten years as Commanding Officer of the Scarborough Squadron of the Air Training Corps. He died in Scarborough, North Yorkshire in October 2005.

Sgt George Wells RNZAF (391886) was killed on 25th July 1941 serving with 10 Squadron when Z6624 failed to return from Ops to Hannover. He was twenty three years old and is buried at Texel Cemetery, Holland. His twin brother also served in the RNZAF, Charles Wells was killed in July 1942 while flying in a 1000 Bomber raid.

Allan Bridson was born in Silverdale, Auckland, New Zealand on 19th October 1918, he was working as a motor mechanic when he enlisted in April 1940. He received his Short Service commission in the RAF to the rank of P/O on 13th April 1940. On 20th December 1940 he was involved in potentially more serious incident, he was the pilot of Whitley P4961 on Ops to Berlin. The aircraft was hit by flak and seriously damaged. One of the engines later failed and he was struggling to maintain height on the return flight. The crew abandoned the aircraft over Suffolk. He was later awarded the DFC for service with 10 Squadron, Gazetted on 7th March 1941. Although no citation for his DFC has been located it would seem it would have been recommended and granted for completing a Tour with 10 Squadron as he was flying with 10 OTU in mid-March 1941. On 14th March 1941 he was almost certainly flying as an instructor in Whitley P5027 on a training flight, the aircraft failed to return to base and it was assumed to have crashed into the Irish Sea with the loss of the six crew. P/O Allan Bridson was twenty two years old and is commemorated on the Runnymede Memorial.

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