During the morning of 13th December 1942 the crew of this 1656 Heavy Coversion Unit aircraft undertook a dual flying exercise. The trainee pilot gave a supern in multi-tape interview to the I.W.M. in which he went into details about this incident with great detail. Prior to taking off the instructor informed the pupil pilot what the exercise was to entail. It would involve climbing to 3,000 feet and then to feather an engine to then practice flying on three engines. As the aircraft climbed away, it got to around 2,500 feet the port outer engine. This engine was then feathered. Instead of continuing with the training exercise the instructor ordered the trainee pilot to abandon the exercise and return to base of Lindholme airfield. On their approach to land and while flying at 400 feet the port inner engine then failed causing the aircraft to yawn to port. The instructor told them not to land but to overshoot so the undercarriage was raised and they attempted to climb away on the two good starboard engines. It managed to get to around 600 feet before loosing height. At 10.43hrs the aircraft then clipped trees and crashed on to the peat wetlands that form a large area to the eastern side of Lindholme airfield. While the aircraft caught fire on crashing all on board escaped injury. The trainee pilot then recounted that they began to walk towards a farm around a mile away. This suggests the aircraft crashed in a central part of the peatlands but which farm is not known. With the aircraft continuing to burn the fire engine from Lindholme airfield was sent to the site but in attempting to reach the burning aircraft it fell through a bridge while crossing a dike. An ambulance was also sent to collect the crew and with them then on board the driver then immediately drove into a dike.
The trainee pilot and his crew resumed training with 1656 H.C.U. but he struggled with landing a Halifax. As 199 Squadron were requiring aircrew to fly Wellingtons the pilot, navigator, bomb aimer, wireless operator and rear gunner were posted there.
Pilot (Instructor) - W/O John Edward Gibbs DFM RAF (562715).
Pilot (Trainee) - Sgt Thomas Albert Austin RAFVR (1386740).
Navigator - Sgt William B Bartlett
Bomb Aimer - Sgt Leonard Jack Lawrence RAFVR (1312205).
Wireless Operator / Air Gunner - Sgt Trevor Harold Greenhalgh RAAF (412445).
Rear Gunner - Sgt Hugh George Murray RAAF (411226).
Flight Engineer - Sgt Nobby Clark.
Mid Upper Gunner - Name not remembered by Thomas Austin.
Halifax W1011 was built to contract B.982938/39 by English Electric Co.Ltd. at Samlesbury. It was initially taken on charge by 102 Squadron at Dalton on 13th February 1942 though does not appear to have been used operationally. It was flown to 45 M.U. on 21st April 1942 and was then taken on charge by 460 Conversion Flight at Breighton on 14th June 1942 and was probably one of the first aircraft they received. It then moved with this unit to Holme on Spalding Moor on 15th August 1942 and back to Breighton on 26th September 1942. On 10th October 1942 460 Conversion Flight was absorbed into 1656 Heavy Conversion Unit at Lindholme. As a result of this accident on 13th December 1942 the aircraft was deemed beyond repairs so Cat.E2/FA Burnt damage was the damage assessment. It was struck off charge on 20th December 1942.
On 8th August 1939 Sgt John Gibbs was serving with 38 Squadron and was the second pilot of Wellington L4235 that was partly abandoned over Thetford, Norfolk after the aircraft suffered engine failure. On the night of 18th / 19th June 1940 he was still flying with 38 Squadron and flying Wellington P9296 undertaking an operational flight to bomb Bremen, the aircraft was damaged by enemy action but he managed to return to the UK. For service with 38 Squadron he was awarded the DFM, Gazetted on 30th July 1940. The citation, as printed in Ian Tavender's "The Distinguished Flying Medal Register", mentions the incident on 19th June 1940 and reads.. "Since November 1939 this NCO pilot has taken part in five long sweeps over the North Sea, 1 night reconnaissance over Germany and a day search for an enemy ship as far as the South West coast of Norway when the formation was heavily attacked by superior numbers of enemy aircraft, and 14 major operations over Norway, Denmark, Holland and France. He has at all times displayed a conspicuous determination and devotion to duty, particularly on the following recent occasion :- On the night of 18th June 1940, he carried out an attack on a target at Bremen, having approached at a height of 10,000ft. Despite the presence of a heavy ballon barrage up to 9,000ft, intense flak fire and numerous searchlights, he dived to 7,000ft and succeeded in dropping his bombs with great effect across the railway station and fire broke out. By his persistent determination and skill as a Captain of aircraft, this NCO at all times sets an example of the highest order." He was granted a commission to the rank of P/O on probation on 26th May 1943 rising to F/O on 26th November 1943 and to F/Lt on 26th May 1945. I have found a mention that he was later posted to Waddington but I cannot recall where. He was awarded the DFC for service with an unknown unit, Gazetted on 8th December 1944, but probably for continued work in the instruction of aircrew. Post-war he remained in the RAF until retiring as S/Ldr on 26th April 1958. He died in 1990.
Thomas Austin gave a superb multi-tape interview to the I.W.M. about his incredible RAF service that continued until 1983. Gibbs and Austin met up by chance when Austin was being interviewed by Gibbs for the post of a photographic interpreter post-war.
Hugh Murray was killed in a road accident on 22nd October 1943 at Lakenheath while serving with 199 Squadron. He is buried at Cambridge City Cemetery. He was 23 years old.
Jack Lawrence was awarded the DFC for service with 199 Squadron in early 1944.
Back to monthly table.