Operation: Duisburg, Germany

Date: 12th/13th May 1943 (Wednesday/Thursday)

Unit No: 77 Sqn, 4 Group, Bomber Command

Type: Halifax II

Serial: JB865

Code: KN:J

Base: RAF Elvington, Yorkshire

Location: Bishop Wilton, East Riding of Yorkshire

Pilot: Fg Off. Thomas Archibald DFC, 412606 RAAF Age 32. KiA (1)

Flt Eng: Sgt. C. Hewitson 535057 RAF Age? Injured

Nav: Sgt. John Gerry 1438258 RAFVR Age 26. Injured (2)

Bomb Aimer: Sgt. Gerard Scully 1219445 RAFVR Age 21. KiA

WOp/Air Gnr: Sgt. George Edward Marlow 1085425 RAFVR Age 24. Injured (3)

Air Gnr (Mid Upp): Sgt. Frederick Kenneth Smith 1433744 RAFVR Age 21. Injured (4)

Air Gnr (Rear): Sgt. J. Currie or Curry 1573760 Age? Injured

Above: Enhanced image of Fg Off. Thomas Archibald DFC (Courtesy of original in his Service Record)

REASON FOR LOSS:

On the night of the 12th/13th May 1943 the squadron detailed twelve (12) aircraft to join a force of five-hundred and seventy-two (572) aircraft to bomb Duisburg in Germany.

On returning from the operation JB865 crashed at 06:20 hrs at Bishop Wilton, some 5 miles ESE of Stamford Bridge, Yorkshire.

The following is an extract from the Court of Inquiry that describes the circumstances leading to the crash and the deaths of Fg Off. Archibald DFC and Sgt. Scully.

5th Witness - Navigator Sgt. Gerry stated:

‘I was navigator in Halifax II JB865 on the night of May 12th/13th 1943. The target was Duisburg. Everything was all right until we got to the target but when we were running up we had trouble opening the bomb doors and I think they were eventually got down by the emergency means. After dropping the bombs we were unable to close the doors with the result our air speed home was reduced. On the way back the pilot was a bit worried about the navigation as he saw lights about and thought we must be over land when in fact we were flying along north of E. Anglia. As we were coming up to our turning point at Hornsea the pilot began to lose height and we came down into cloud. We tried to pick up the Melbourne beam but without success, so it was decided to go on beyond ETA Hornsea and get onto the Driffield beam. We picked this up and went to Driffield on it. Here we called up on R/T and asked for the cloud base. The reply was not distinct but puzzled us as it was given apparently to the nearest foot – two thousand something. The pilot repeated it back to the nearest thousand – I believe two thousand. As we could not make out their reply we decided to set course for base, which we did at 0504½ hours. I gave a course for base, 260^OT, and the pilot asked if it was safe to lose height. I looked up the spot heights and said “Yes, if you do not come down below the spot height”. He said he would not go below 1,000 ft. I was checking upon the Gee and when I reckoned by this means we were over Base the ETA was also up. As we could not see Base the pilot decided to circle to look for it. After a time we saw a beacon ahead of us which proved to be Dishforth. I then gave a course to steer for base. I tried to map read but without success as although it was getting quite light visibility was very bad owing to rain and waves of mist or low cloud continually passing underneath. As soon as we left Dishforth the pilot asked for QDM’s and those confirmed the course. We steered the QDM’s until we passed over and got the reciprocal. We turned round and came back and passed over the flare path and then Pocklington called us and asked if we wanted to land. The pilot said “OK coming in to land” and sent me back to the rest position. Soon afterwards one of the crew told me to plug in, and it was obvious that we had again become lost on the circuit. The Gee was not much use and I could not do any useful navigation, so I went down in the nose to try to map read. We crossed the flare path just afterwards and when we reached the Drem Lighting we turned on to it. I could only see two lights at a time. Once more the pilot sent me back thinking he and the BA could cope. Just after that someone said we had passed over the flare path again and shortly afterwards we were told to get ready to bale out. I was just going forward to get my parachute when the flight engineer told me to get back as were going to crash land instead. This was just after struck something and with the vibration of the plane I thought we hand landed. I got into the crash position and the flight engineer had nudged me to let me know the crash was coming. I heard the mid-upper say trees were just below. I thought the engines were still running and just after the flight engineer nudged me I thought the engine on the post side spluttered. The nose was down at the time and then the port wing dropped right down. That was all I remember until I found myself leaning over the front spar on the ground’.

Notes: QDM: Magnetic heading (zero wind) for the receiver to fly towards;

DREM Lighting was an approach system used as a visual approach aid. It consisted of a circle of lights that surrounded the airport known as the DREM. In poor weather an aircraft after finding the circle could orbit the airfield and follow the DREM to the airfield runway approach.

The investigating officer visited the crash site which was near the old windmill about a mile SW of Bishop Wilton when travelling in a SW direction. The port wing tip hit the ground when the aircraft had probably passed over the vertical in the process of inverting and just when approaching a ditch and hedge containing small trees. The starboard wing cam down on to the ground on its leading edge and port side of the fuselage, and at right angles to direction of motion. The nose of the aircraft and the four engines were knocked off in the process, the nose being crushed, and the rest of the aircraft toppled over the hedge into the next field, the starboard wing coming adrift in the course of doing so.

The nature and seriousness of the injuries sustained by Sgt. C. Hewitson and Sgt. J. Currie or Curry are unknown. It is also not known if they resumed their service in the RAF. Furthermore no corroborated biographical information has been found for either airman.

(1) Fg Off. Archibald was awarded an immediate Distinguished Flying Cross (DFC) whilst with 77 Sqn. (Promulgated in the London Gazette on the 25th May 1943).

Citation reads:

“Flying Officer Thomas ARCHIBALD (Aus.412606), Royal Australian Air Force, No. 77 Squadron. One night in April, 1943, this officer captained an aircraft which attacked Essen. Whilst over the target area the aircraft was repeatedly hit by fire from the ground defences, and one engine was put out of action. It was then discovered that one bomb had failed to release. Displaying great determination, Flying Officer Archibald made a second run over the target and released the bomb successfully. His aircraft sustained much damage but he flew it back to base with one engine unserviceable. This officer displayed great courage and outstanding devotion to duty”.

The operation was on the night of the 30th April/1st May 1943 aboard Halifax II JB865 KN:J.

(2) Sgt. Gerry suffered facial injuries and a broken leg in the crash. It is not known where he was posted after he had recovered. However, he survived the war and returned to the family business.

John Gerry was born on the 7th December 1916 in Devizes, Wiltshire. He was educated at Shebbear College in North Devon and attended Nottingham University where he took his degree as bachelor of Pharmacy. After qualifying he worked in the family business, H.L. Gerry Chemists on Eastgate Row, prior to enlisting in the RAFVR during August of 1941. John passed away on the 9th August 1976 in St. Mawes in Cornwall.

(3) The nature of the injuries suffered by Sgt. Marlow are unknown but he recovered and was posted to 51 Sqn.

Flt Sgt. Marlow was awarded the Distinguished Flying Medal (DFM) whilst with 51 Sqn. (Promulgated in the London Gazette on the 14th January 1944).

Citation reads:

“Distinguished Flying Cross. Pilot Officer Alasdair Leslie MACKENZIE (159055), Royal Air Force Volunteer Reserve, No. 51 Squadron. Distinguished Flying Medal. 1085425 Flight Sergeant George MARLOW, Royal Air Force Volunteer Reserve, No. 51 Squadron. 1324217 Sergeant Thomas Christopher SOLOMAN, No. 51 Squadron. This officer and airmen were pilot, wireless operator and navigator respectively of an aircraft detailed to attack Frankfurt one night in December, 1943. When nearing the target area, the aircraft was damaged by enemy action. The port elevator was severed, making the aircraft difficult to control. Nevertheless Pilot Officer MacKenzie continued his mission. A little later the bomber was again hit. The hydraulic gear was damaged, causing the main bomb doors to partially open and become jammed. The bomb aimer was desperately wounded. Despite a determined effort the bombs could not be released over the target and Pilot Officer MacKenzie set course for home. Meanwhile, Flight Sergeant Marlow and Sergeant Soloman gave all possible aid to their mortally wounded comrade and afterwards, in the face of great difficulties, resolutely executed their tasks, giving much assistance to their pilot in the homeward flight. Pilot Officer MacKenzie eventually reached base and, by a masterly effort landed the badly damaged aircraft, which was fully loaded with bombs, safely. This officer displayed courage, skill and determination of a high order, while Flight Sergeant Marlow and Sergeant Soloman set a fine example of courage and devotion to duty in very harassing circumstances”.

The operation was on the night of the 20th/21st December 1943 aboard Halifax II HR868 MH:B. The Bomb Aimer, Sgt. James Edwin Grozier 1509486 RAFVR, was severely wounded by a Flak burst and died before the aircraft reached Base.

Flt Sgt. George Edward Marlow DFM, 1085425 was KiA along with four (4) of his crew on the night of the 21st/22nd January 1944 on an operation to Magdeburg, Germany. He was the Wireless Operator/Air Gunner aboard 51 Sqn Halifax III LV775 MH:G (5 KiA, 2 PoW).

(4) The nature of the injuries suffered by Sgt. Smith are unknown but he recovered and was posted to 35 Sqn.

Flt Sgt. Frederick Kenneth Smith 1433744 was KiA along with four of his crew, on the night of the 24th/25th March 1944 on an operation to Berlin, Germany. He was the Rear Gunner aboard 35 Sqn Lancaster III ND597 TL:A (5 KiA, 2 PoW).

Burial details:

Above: Grave marker for Fg Off. Thomas Archibald DFC (Courtesy of Aradia B - FindAGrave)

Fg Off. Thomas Archibald DFC. Barmby-on-the-Moor (St. Catherine) Churchyard, Row C, Grave 8. Grave Inscription: “DEEPLY MOURNED”. Born on the 11th September 1910 in Hamilton, Scotland. Son of John and Janet Archibald. Husband of Perla Doris Archibald of North Sydney, New South Wales, Australia.

Sgt. Gerard Scully. Olton Franciscan Cemetery, Solihull, Section G, Grave 475. Grave Inscription: “GREATER LOVE HATH NO MAN”. Born in the 4th Qtr of 1921 in Easington, Durham. Son of Thomas and Freda Veronica (née Sumpter) Scully of Edgbaston, Birmingham, England.

Researched by Ralph Snape for Aircrew Remembered and dedicated to the crew and their families (Jun 2026).

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