THE LEGEND AND MYSTERY OF F/O D.E.J. CHALKLEY DFC AND LANCASTER PD376

We are grateful to Paul Chalkley and the Chalkley family for sharing their collection of documents and photos of F/O Dennis Chalkley’s service record with the RAF.

Dennis Edward John Chalkley:

Born during 1922 in Turtleford, Saskatchewan, Canada.
2nd son of John George and Dorothy Anyes Mary (née White-Humphries) Chalkley.
1st son was Alan Brian Chalkley (1919 - 1993).
3rd son John Neville Chalkley (1924 - 2019).
His father emigrated to Canada in the 1900s and served in the CEF during WW1 (His personnel file is one-line).

WW II Flying Log:

7/7/42 to 20/7/43

FTS Carlisle, Pennsylvania
FTS Gross Ile, Michigan
FTS Pensecola, Florida

Sgt. Dennis Chalkley

28/8/43 to 11/10/44

No 11 Shawbury
No 2 R S Yatesbury
No 11 R S Hooton Park
No 83 OTU Peplow
No 1167 HBCU Sandtoft
No 1 LFS Hemswell

12/10/44 to 6/4/45

No 625 Squadron

F/Sgt Chalkley and his crew were posted to RAF Kelstern on October 12, 1944. This tight knit combat crew would remain intact for the entirety of their tour of operations with the exceptions of second ‘dickey’ trips, and on one occasion their rear gunner was replaced by a ‘spare bod’ volunteer. In addition, Lanc I, PD376 (CF-C2), was their talisman mount for the vast majority of missions. With the exception of one close call and two abortive ops, their tour was flawless. On three trips, Skipper Chalkley backed by his regular nav and rear gunner would mentor three rookie crews for their introduction to the cauldron of combat in the night skies over Occupied Europe.

The Chalkley Crew for the duration of their tour of ops included:

Pilot- F/Sgt D. Chalkley 1600121 (1)
Flight Engineer- Sgt N.G. Robinson 1438181 (2)
Bomb Aimer- Sgt H. Naphtali 1604207 (3)
Navigator- Sgt T. Hackworth 1800018 (4)
Wireless Operator- Sgt G.W. Bastable 1606995 (5)
Mid-Upper Gunner- Sgt L. Reid 1565309 (6)
Rear Gunner- Sgt W.V. Miller 1568200 (7)

October 1944

1. 23.10.44 Lanc III PB154 F/O D.R. Ward; Pilot, Nav F/O R.H. Thomson and R/G Sgt R. Murcott; F/Sgt D. Chalkley 2nd Pilot with four of his crew. Essen, night, uneventful.

2. 30.10.44 Lanc I PD376 F/Sgt Chalkley and crew, Cologne, night, uneventful.

3. 31.10.44 Lanc I PD376 F/Sgt Chalkley and crew, Cologne, night, uneventful.

November 1944

4. 2.11.44 Lanc I PD376 F/Sgt Chalkley and crew, Düsseldorf, night, uneventful.

5. 4.11.44 PB376 (sic) F/Sgt Chalkley and crew, Bochum, night uneventful. This is most likely a typo as the Squadron did not have this aircraft on strength and was most likely meant to be PD376. PB376 served with No. 97 Sqn.; OF-S. No. 83 Sqn.; OL-F. S.O.C., 6-11-46.

6. 6.11.44 Lanc I PD376 F/Sgt Chalkley and crew, Gelsenkirchen, large daylight raid, uneventful.

7. 9.11.44 Lanc I PD376 F/Sgt Chalkley and crew, Wanne Eickel, day, uneventful.

8. 11.11.44 Lanc I PD376 F/Sgt Chalkley and crew, Dortmund, night, uneventful.

9. 16.11.44 Lanc I PB175 (sic) F/Sgt Chalkley and crew, Düren, day, uneventful. Again, most likely a typo in the ORB as this aircraft did not serve with the Squadron. PD376? PB175 was serving with No.460 Squadron as AR-A2 and was reported missing from the 19/20-10-44 Stuttgart raid.

10. 18.1.44 Lanc I PD376 F/Sgt Chalkley and crew, Wanne Eickel, night. Due to appalling weather all aircraft diverted to Knettishall.

11. 21.1.44 Lanc I PD376 F/Sgt Chalkley and crew, Aschaffenburg, night, uneventful.

12. 27.11.44 Lanc I PD376 F/Sgt Chalkley and crew, Freiburg, night, uneventful.

December 1944

13. 6.12.44 Lanc I PD376 F/Sgt Chalkley and crew, Merseburg Leuna, night uneventful.

14. 12.12.44 Lanc I PD376 F/Sgt Chalkley and crew, Essen, night, uneventful.

15. 15.12.44 Lanc I PD376 F/Sgt Chalkley and crew, Ludwigshafen, night, uneventful.

16. 17.12.44 Lanc I PD376 F/Sgt Chalkley and crew, Ulm, hight, uneventful.

17. 21.12.44 Lanc I PD376 W/O Chalkley, Pilot and crew of regular nav and rear gunner.
W/O S.K. Harvey 2nd Pilot and four of his rookie crew, Bonn, night, uneventful.

18. 28.12.44 Lanc I PD376 W/O Chalkley and crew, Mönchengladbach M/yard, night, uneventful.

January 1945

19. 2.2.45 Lanc I PD376 W/O Chalkley, Pilot and crew, Nuremberg, night, uneventful.

20. 5.1.45 Lanc I PD376 W/O Chalkley, Pilot and crew, Hannover, hight, uneventful.

21. 7.1.45 Lanc I NF996 W/O Chalkley, Pilot and crew, with Sgt W.L. Holiday as ‘spare bod’ rear gunner, Munich, night, uneventful.

22. 14.1.45 Lanc I PD376 W/O Chalkley, Pilot and crew, Merseburg Leuna, night, uneventful.

23. 16.1.45 Lanc I PD376 W/O Chalkley, Pilot and crew, Zeitz, night, uneventful.

February 1945

24. 2.2.45 Lanc I PD376 P/O Chalkley, Pilot and crew of nav F/L R.E. Gardiner DFC and rear gunner, Sgt W.V. Miller: F/L E. N. Bell 2nd Pilot with four of his crew, Wiesbaden, night, uneventful.

25. 3.2.45 Lanc I PD376 P/O Chalkley, Pilot and crew, Bottrop, night, uneventful.

26. 7.2..45 Lanc I PD376 P/O Chalkley, Pilot and crew, Up 18.50 Down 19.46,
Kleve. Mission abandoned at 19.23 hours owing to technical failure.

27. 8.2.45 Lanc I PD376 P/O Chalkley, Pilot and crew, Politz, night, uneventful.*
Note: His Pilots Log Book under Remarks states: "Collided on Danish Coast with Halifax”

ORB:Crew debriefing—8.2.45 P/O D.E.J. Chalkley and crew 19.07 - 03.50. Politz. Target bombed at 23.14 hours from a height of 13,500 feet.

*However, the ORB Summary for this raid tells a different story:

Kelstern 8.2.45. 26 aircraft were detailed for an attack on the Oil Plant at Politz. “K2” and “J2” were abortive shortly after take off. Conditions in the target were clear and the marking was plentiful and accurate and the Master Bomber’s instructions were clear and concise. Flak at the target was moderate and heavy. F/O Chalkley “C2” had the misfortune to collide with a Halifax over the Danish coast, but managed to return to Base with his aircraft damaged and part of the tail-plane of the Halifax wrapped around his wing. Photographs of this target appear to be good.

Dennis told my father (John Neville Chalkley RCAF) shortly after the incident that:

He was flying in clear air under the cloud returning from the Politz raid. The Halifax descended from the cloud and collided with the Lancaster. The wing (sic) of the Halifax broke off and wrapped round the wing of the Lancaster. The Halifax was seen by the crew to spiral down. Managing the flight home was very difficult but he succeeded. On arrival at base the wing (sic) was still embedded in the wing of the Lancaster.

This version was related to the family by my father so is obviously second hand.

The DFC citation quoted by the press of the release of the DFC award highlights a couple of issues:-

1. There is no mention of a collision it simply states that the Lancaster was “badly hit” which is a bit generic, but I guess the incident was probably still being investigated when the citation was written so it may be just tactful.

2. The release states that a second engine had to be feathered during the remainder of the flight home which does imply that the collision took out one engine as well as impacting control stability.

Dennis was awarded the DFC less than one week after the Politz raid.

Paul D Chalkley
01/02/25

As you state, he had a passion for flying and took it very seriously and according to assessments was 'Above The Average' as well as 'Master Green' for flying by instruments. But behind that there is some evidence that he was a bit, well, mischievous when off duty as witnessed by Squadron Leader George Kennedy who reported to Dennis' mother - "..Dennis (Nickname Chalkie) and I had several trips to Germany together where his knowledge of the language usually got us into and out of trouble. However, we always enjoyed ourselves". Sounds a bit like Max Dowden don't you think? Other reports also say things like "very popular in the mess" etc etc. He was not married and spent leave from the RAF with his parents in Horsham Sussex.

Paul Chalkley
31/01/25

Awarded the DFC whilst with 625 Sqn, London Gazette 23rd March 1945.

Citation: As pilot and captain of aircraft, this officer has participated in a good number of attacks against enemy targets. One night in February, 1945, he was detailed for an operation against the oil refinery at Politz. The target was successfully attacked but later, on the return flight, Pilot Officer Chalkley’s aircraft was badly hit. It became difficult to control. Nevertheless, Pilot Officer Chalkley held to his homeward course. When nearing the English coast a second engine gave trouble and the propeller had to be feathered. Even so, this resolute and skilful pilot went on to reach base where he effected a safe landing.

His determination was typical of that which he has shown on all occasions.'

DFC Newspaper Clipping.

King George’s Congratulations.

Air Chief Marshal A.T. Harris’s Postagram.

F/O Chalkley’s U.S. Pilot’s Wings and WW II Medals.

28. 14.2.45 Lanc III LM679 P/O Chalkley and crew, Chemnitz, night, uneventful.

To the best of our knowledge this aircraft did not serve with the Squadron.

29. 21.2.45 Lanc III PB574 F/O Chalkley DFC and crew, Duisburg, night, uneventful.

March 1945

30. 8.3.45 Lanc I PD376 F/O Chalkley DFC Pilot and crew of nav and rear gunner.
F/Sgt N. McDermot 2nd Pilot and four of his crew, Kassel, night, uneventful.

31. 12.3.45 Lanc I PD376 F/O Chalkley DFC and crew, Dortmund, day, uneventful.

32. 16.3.45 Lanc I PD275 F/O Chalkley DFC and crew, Nuremberg. Sortie abandoned, (S.I. out on take-off and it was not possible to put this engine right).
Note: This mission is not included in F/O Chalkley’s Pilot’s Log Book and this aircraft did not serve with the Squadron but was lost on this raid:
PD275, No.12 Sqn.; PH-K: Missing, Nuremberg, 16/17-3-45.
https://aircrewremembered.com/daymond-keith-william.html

33. 22.3.45 Lanc I PD376 F/O Chalkley DFC and crew, Bruchstrasse, night, uneventful.

34. 27.3.45 Lanc I PD376 F/O Chalkley DFC and crew, Paderborn, day, uneventful.

April 1945

625 Squadron: Postings out w.e.f. 5.4.45, to 576 Sqn.

Pilot: 189362 P/O (A/F/O) D.E.J. Chalkley
Flight Engineer: 1438181 Sgt W.G.(sic) N.G. Robinson
Bomb Aimer: 190025 P/O H. Naphtali
Navigator: 190730 P/O Hackworth
Wireless Operator: 1606995 F/Sgt G.W. Bastable
Mid-Upper Gunner: 1565309 F/Sgt L. Reid
Rear Gunner: 1568200 F/Sgt W.V. Miller

07/04/45 to 18/04/4 No. 576 Fiskerton.

35. 9.4.45 Lanc I PD376? F/O Chalkley DFC and crew? Kiel.

36. 18.4.45 Lanc I PD376? F/O Chalkley DFC and crew? Heligoland.

This photo epitomizes the spirit of a ‘Gen Skipper’ at the controls of his talisman, Lancaster I PD376. Definitely not the time to blow a piston in #2!

F/O. Dennis Chalkley DFC

Short History of Avro Lancaster PD376

PD376 was part of a batch of 200 Mk1 Avro Lancasters ordered in April 1943 from Metropolitan-Vickers, that were delivered to Squadrons from June - September 1944. She was fitted with Merlin 24 Engines.

Delivered to 625 Squadron at RAF Kelstern in October 1944, she was coded CF- C2.

She remained with 625 Sqn until 05 April 1945, when she was transferred to RAF Fiskerton in Lincolnshire, together with her usual crew and her ground crew, to form ‘C’ Flight of 576 Sqn. Here she was coded UL-C2.

Here she remained till the end of the War, carrying out some notable Operations that included bombing Berchtesgaden, (Hitlers’ Eagles Nest), on 25 April 1945. From 29 April - 07 May, she was involved in ‘Operation Manna’, dropping supplies to the starving Dutch population. From 8 May - 30 May, notable Ops were Supply Dropping, and the repatriation of POWs’ from liberated Europe.

Her role after war’s end was mainly taken up by training exercizes, and bombing techniques, until November 1945, when she was flown to 39 MU at RAF Colerne in Wiltshire.

Here, she was ‘put out to graze’, until December 1946, when sadly, she was struck off charge and scrapped. John Naylor

DECORATION RECOMMENDATIONS:

1. 189362 P/O (A/F/O) D.E.J. Chalkley DFC: DSO or Bar to DFC
2. 1438181 Sgt N.G. Robinson: DFM

3. 190025 P/O H. Naphtali: DFC

4. 190730 P/O T. Hackworth: DFC

5. 1606995 F/Sgt G.W. Bastable: DFM

6. 1565309 F/Sgt L. Reid: DFM

7. 1568200 F/Sgt W.V. Miller: DFM

P/O Dennis Edward John Chalkley

POST WW2 LOG

Following the war, Dennis did service in Egypt and Algeria. During this time he flew mainly Dakota III and IV aircraft.

He returned to England and left the service in August 1946. However, civilian life was not to his liking and he joined he rejoined the RAF in September 1948 with the rank of Flight Sergeant.

He trained as a Flying Instructor and qualified for both Prentice and Harvard aircraft which were the bulk of the standard RAF training planes for recruits at the time. I personally believe that this was a bit tame for him and by the end of 1951, he qualified as an instructor and demonstrator for the Meteor VII Jet Fighter.

He was earmarked to lead a team in a Meteor Jet Formation flying display at the 1952 Farnborough Air Show but tragically was killed on 16th July 1952 whilst training two Iraqi pilots in formation flying.

P D Chalkley
29/01/25

AVIATION SAFETY NETWORK

Narrative:

Gloster Meteor T.Mk.7 WH130, 203 AFS (Advanced Flying School), RAF: Delivered 22/11/1951. Written off 16/7/1952 when involved in a mid-air collision one-and-a-half miles south of Ottringham with another Meteor (VW275, a Meteor F.Mk.4, also of 203 AFS). The pilot of Meteor WH130 bailed out, but did not survive the subsequent abandonment of his aircraft.

Crew of Meteor WH130:
Flight Lieutenant (189362) Dennis Edward John CHALKLEY, RAF (pilot) - killed on duty 16/7/1952

The other Meteor involved - F.Mk.4 VW275 - made a safe emergency landing back at RAF Driffield. However, the damage sustained meant that it was withdrawn from service, and transferred on 14/9/1954 to MoS (Ministry of Supply) charge. It was sent to Flight Refuelling Ltd at Tarrant Rushton for conversion to U15 drone. After conversion, VW275 was dispatched to Woomera, Australia on 4/10/1955

The reported crash location is one-and-a-half miles south of Ottringham, a village and civil parish in the East Riding of Yorkshire, England, in an area known as Holderness. It is situated approximately 12 miles (19 km) to the east of Hull city centre and 5 miles (8 km) south-west of Withernsea. It lies on the A1033 road from Hull to Withernsea.

Newspaper Clipping of Mid-air Collision.

G/C Warfield’s Letter to F/Sgt Chalkley’s Father.

Newspaper Clipping of Collision.

BURIAL DETAILS

Dennis Edward John Chalkley, All Saints’ Church, Horsham

Killed in an Air Crash, 16th July 1952
Age 29 years.

Fl/Lt. Dennis Chalkley’s Grave.

AUTHOR’S NOTES:

After two decades we have managed to garner sufficient information to resolve most of the mysteries of F/O Chalkley’s crew and their regular mount, Lancaster PD376.

Dennis Chalkley was born in Canada, enlisted with the RAF and did his basic flight training in the USA. He completed his operational training in England before posting to 625 Squadron RAF Kelstern to start his tour of ops.

It was customary for rookie crews to bounce between aircraft for their first five to ten ops, before adopting a regular mount. However, F/Sgt Chalkley managed to convince the senior staff to place Lancaster I PD376 in his charge from his first solo op, and for most of his tour, with rare exceptions. It is impossible to imagine what he did or said during his eleven introductory days and on his second ‘dickey’ trip that enabled him to wrangle this consideration—most unusual. PD376 became their talisman and appears to have accompanied the crew with their late posting to No. 576 Squadron. There are only two raids that we can be certain this crew did not man PD376. #21, NF996 and # 29, PB574. The others appear to be typos.

This crew’s tour of ops was relatively uncomplicated until their encounter with Halifax MZ342 on the return leg from the February 8, 1945 Politz raid.
https://aircrewremembered.com/butler-brian-leonard.html

At the time of compiling the archive report addendum on this loss we did not have access to the information provided by Paul Chalkley regarding the eyewitness account by PD376’s crew.

This provides the chilling details of just how close this mid-air collision came to taking down both aircraft. We now know PD376 was clear of cloud, most likely in level flight on the return leg at the Danish coast. Visual contact was established with Halifax MZ342 as it descended from an overcast layer. Mid-upper gunner, Sgt Reid, would have been in the ideal position to observe this aircraft and alert his Skipper of a potential conflict—time permitting. One has to keep in mind night conditions impair depth perception and relative motion. In addition, navigation lights would have been extinguished as they were still over enemy territory.

It appears MZ342 descended onto PD376 until its tail-plane came into contact with a propeller of the latter, resulting in its failure and loss of directional control with loss of part of, or her entire tail-plane and rear gunner. This would have resulted in an uncontrollable spiral dive. No chutes were reported by PD376’s crew.

It was so close. A second earlier and there would have been no contact and stained underwear, a second later and it would have been catastrophic with the loss of both aircraft, lost without a trace.

In retrospect this encounter was unpreventable, even in daylight conditions. MZ342’s pilot was in instrument conditions on a stabilized descent. His bomb aimer had no reason to be in his frigid nose position, preferring the warmth of the cockpit. On breaking clear of cloud PD376 was shielded from view by the nose, fuselage and wings of MZ342 until impact. There was insufficient time for PD376’s crew to assess the risk of collision and take evasive action.

Several decades ago, the author had a similar encounter while piloting a Cessna 172 westbound over Vancouver Harbour, in level flight at 2,500 feet ASL, daylight and visual flight rules. Ceiling and visibility were unlimited. Without warning a Canadian Armed Forces, twin-engined Tracker aircraft passed overhead, by several hundred feet, descending. It levelled off ahead of me and continued en route to CFB Comox. It took me some time to realize the pilot had not had visual contact with my aircraft, shielded by his nose during the descent. It is conceivable the pilot’s of MZ342 and PD376 were on a similar collision course with F/Sgt Brian Butler planning to level off at 2,000 feet ASL for the North Sea return leg. By pulling back on the control column the elevators would have pitched the nose up and the tail down into the prop of PD376—turning a near miss into a mid-air collision.

As noted in the archive report on the loss of ME676 some experienced skippers had adopted the “unorthodox tactic” of diving to low level immediately after the photoflash for the return leg.

This may explain the mechanics leading up of this encounter.

Bomber crews had on occasion close encounters, reminding them of the ever present risk of a mid-air collision—on return to Base, missing antennae, tail fins, tailwheels, turrets and on rare situations, noses. Unfortunately, for the crews of MZ342 and PD376 this became a reality with one crew surviving to bear witness. This is a memory F/O Chalkley would carry for the remainder of his life. There but for the grace of god go I.

625 Squadron would have the misfortune to lose three of its seventy-four aircraft to collisions:

ND637, P/O Bulger and crew, collided with 463 Sqn Lanc ED606 over Branston, Lincs. 14 KIA.
https://aircrewremembered.com/bulger-john-percy2.html

LM512, F/O Cornish and P/O Tointon 2nd Pilot and crew, were in collision with 622 Sqn. Lanc NF965 after it was attacked by a night fighter—crashing near the German-Belgian border. 15KIA.
https://aircrewremembered.com/cornish-howard.html

LM691, S/L Hamilton and crew collided with 462 Sqn. Halifax LL599, crashing over Allied territory at Aachen. 6 KIA, 1 Safe and 6 KIA, 1 Safe.
https://aircrewremembered.com/AlliedLossesIncidents/?q=Lm691&qand=&exc1=&exc2=&search_only=&search_type=exact

PD376, P/O Chalkley and crew collided with Halifax MZ432, lost with her crew of eight crashing into the North Sea. The Chalkley crew survived this encounter to complete their tour of operations before war’s end.

Formation aerobatics is the epitome of aviation skills, akin to landing on an aircraft carrier at night. Concentration, precision control, familiarity with unusual attitudes, physical stamina and nerves of steel are essential to survival. The inherent risks include collision with a formation mate or controlled flight into terrain. Accident prevention involves the leader maintaining spatial orientation for the team and the other members for spatial separation from their wing person. The tighter the formation the smaller the room for error.

While in family practice the author had the privilege of caring for a number of war vets from the three Canadian military services. Two were Bomber Command vets.

Terry was a Lancaster bomb aimer whose tour of ops came to abrupt halt when their aircraft was attacked by a Me110 night fighter. In the process a 20mm cannon projectile destroyed his left foot. He finished the war as an air traffic controller.

Postwar he was serving with the RCAF as a controller based 4 (F) Wing Baden-Soellingen, Germany. On Friday March 2, 1956, he was duty controller when four members of the Sky Lancers demonstration team, equipped with Canadair Sabre 6 jet fighters, lifted off the runway for their seventieth practice mission. At approximately 14:20 hours the lead initiated a four formation loop. It is unknown exactly what happened, but the four aircraft failed to complete the loop and crashed into the ground, still in formation—the aircraft destroyed and pilots killed.

Shortly thereafter the Sky Lancer team was disbanded and it would be several years before another RCAF demonstration team was introduced.

Despite the lapse of nearly two decades, this incident was indelibly imprinted in Terry’s memory.

Harry was a Halifax navigator near the end of the war and his crew had been detailed for a daylight raid to attack a German target. Climbing outbound over the North Sea the bomber stream was in loose formation, with the exception of two aircraft that were in tight, wingtip to wingtip—perhaps for a closeup photo for memories sake. Sadly, it was not to be, as they managed to lock wings and entered a macabre dance to the dark waters below. No chutes were seen. As a result fourteen young airmen would not be returning to Base or their loved ones.

George was a navy vet who vividly remembered being stranded with his shipmates for three days in their partially sunk landing craft on the beaches off Normandy. Despite repeated attacks they managed to repair their vessel and escape back to England.

Ted was a tank man who was ‘brewed’ out of four of them. Not once did his entire crew escape with him.

Albert was a member of the Canadian infantry and fought his way across Europe following D-Day. He was the only one who would not discuss his combat experience. His only response was, “Doc, you do not know what you will do, until you have to do it.” He is my sole survivor and will turn 102 in August. Despite his years he is mentally intact and I visit him twice a year, on his birthday and Remembrance Day.

When asked if they would ever do it again, the unanimous, emphatic response was—No!

Concurrently while researching this report, I was reviewing John Vaillant’s book, Fire Weather. It deals with the catastrophic, 2016 wildfire that devastated Fort McMurray, Alberta, and human and environmental factors that contributed to it. It was surprising to encounter a reference to Bomber Command’s Operation Gomorrah, the eight day bombing campaign in July 1943, designed to destroy Hamburg, Germany—with the loss of as many civilian lives as possible.

The planning phase for this campaign was extensive and detailed, including the building of test structures at Harmondsworth, UK, Standard Oil’s test facility, Elizabeth, New Jersey and Dugway Proving Ground, Utah Desert. Buildings replicating common German construction styles were erected, bombed, repaired and repeatedly bombed to determine the most economical method of mass destruction. It was determined the fire severity was a function of the combustable furnishings in German structures.

Operation Gomorrah involved sequential bombing: the first wave with high explosives to destroy buildings and paralyze rescue and firefighting crews, next came incendiaries containing phosphorous and thermite to ignite the flammable contents.

The night of July 27th marked the fourth day of bombing, and after half an hour, eight hundred heavy bombers had dropped nearly five million pounds of high explosives and incendiaries. Due to radiant heat, the resulting firestorm progressed to flashover. Updrafts exceeded one hundred miles per hour, with trees ripped out by their roots and civilians being swept into the vortex overhead. Temperatures were over 2,000 degrees F.

Twenty thousand civilians lost their lives that night, rising to forty thousand after eight days of relentless bombing.

This event preceded F/O Chalkley’s operational tour. However, his log book indicates he did participate in the November 27/28, 1944 Freiburg raid. It was not an industrial town and had not been bombed previously by the RAF. Rationale for this attack was a minor railway centre and many German troops were believed to be present there. Advancing American and French troops were in the Vosges, a mere 35 miles to the west.

Marking by Mosquitoes was accurate, based on Oboe directed from caravans in France. 341 Lancasters dropped 1,900 tons of bombs in 25 minutes on a population unprepared for such an onslaught. Photographs revealed the railway targets were not hit, but the main town was severely damaged. Casualties included 2,088 people killed, 858 missing and 4,072 injured—75 German soldiers were killed and 61 injured. The ratio of more than 8 people dead for each heavy bomber attacking was unusually high. One Lancaster was lost (.3%).

One cannot help but question the rationale for this raid, with such a staggering loss of civilian lives. It is not surprising at this phase of the war there was increasing political and public dissension with Bomber Command’s policy of area bombing German cities.

With the February 13/14, 1945, bombing attack on Dresden resulting in another firestorm and fatalities exceeding 50,000, it was predictable there would be further escalation of public discord towards Bomber Command’s senior staff and aircrew. This sentiment had reached a climax when Prime Minister Winston Churchill omitted to recognize the Command in his victory speech— praising all other commands and services. It was not surprising this oversight enraged Bomber Command vets who had managed to survive and witnessed the demise of so many of their squadron mates.

Following Sir Arthur Harris’s death in 1984, the controversy over the strategy of area bombing and civilian deaths was rekindled. The Canadian Broadcasting Corporation and National Film Board’s production of the docudrama: The Valour and the Horror, Part Two: Death by Moonlight in 1993 added fuel to the fire. This resulted in Canadian Bomber Command vets taking legal action against the CBC. The process is chronicled in the 2003 publication: A Battle for Truth Canadian Aircrews Sue the CBC over Death by Moonlight: Bomber Command. In the end the CBC Ombudsmen’s report concluded the series was flawed and failed to measure up to CBC’s demanding policies and standards. For more detailed information:

https://aircrewremembered.com/nicholls-thomas-musgrove.html

Fortunately, P/O Chalkley would not see his crew’s name on Battle Order Serial No. 251 detailing 23 of the Squadron’s aircraft to attack Dresden on the evening of February 13/14, 1945. This raid was code named “Operation Thunderclap” to fulfill Bomber Harris’s promise:

They have sown the wind, now they will reap the whirlwind.

It was not surprising the press coverage of this raid added fuel to the flames of the public’s anti-Bomber Command protests.

During its abbreviated, eighteen month operational history, 625 Squadron would endure its fair share of anomalies.

Of the seventy-four aircraft ‘failing to return’, thirty-four (46%) would do so from multi-loss raids:

Four aircraft loss raid: Vierzon, 30/6-1/7 1944; JB743, PB126, ND459 and ND975 (Special Duty Flight Binbrook with a 625 Squadron Crew).

Three aircraft loss raids: Leipzig, 19/20/2 1944; JA862, ME588 and LM384. Stuttgart, 15/16/3 1944; DV194,W4833 and ND637. Berlin 24/25/3 1944; ME684, ND641 and ED317. Mailley-le-Camp, 3/4/5 1944; ME697, LM515 and LM317. Achères 10/11/6 1944; ND742, LM139 and LL897.

It is noteworthy F/Sgt Frank Adams RAAF would also be a casualty on this operation. He was the rear gunner of F/L Elmhurst-Baxter’s crew in Lanc ND995, when on the return landing and rollout, his turret separated from the aircraft. He sustained serious injuries and succumbed shortly thereafter in the Base hospital.
https://aircrewremembered.com/elmhirst-baxter-john...

It is remarkable not one Squadron air gunner returned from an operation deceased as a result of a night fighter attack or flak injury.

With the talisman, seven gold chain circle, broken this crew would fall on the Vierzon raid noted above— in PB126 three weeks later. Tragically, the two gunners would lose their lives with this loss. It is possible rear gunner, F/Sgt R.E. Gledstone, delayed his bale out to stay behind to aid or comfort his wounded or join his deceased crew mate, F/Sgt W.J. Adcock.
https://aircrewremembered.com/elmhirst-baxter-john...

We note under similar circumstances P/O Andrew Mynarski was posthumously awarded the last VC of the war.
https://aircrewremembered.com/de-breyne-arthur.htm...

There was only one other occasion when a Squadron aircraft returned to Base with the body of a crew member aboard. On February 20/21, 1945, F/O Jamieson and crew were detailed to attack Dortmund. Shortly after leaving the target, NG412 was struck by an explosive missile, taking the life of ‘spare bod’ Bomb Aimer, F/ O Cooper. The Skipper landed safely with the rest of the crew uninjured.
https://aircrewremembered.com/cooper-david-norman-...

Essen, 23/24/10 1944; PB531, PA174 and LM691.

Two aircraft loss raids: Berlin, 16/27/12 1943; LM424 and ED951. Stuttgart, 28/29/7 1944; LL962 and LM546. Frankfurt, 12/13/9 1944; LM103 and LM512. Wanne-Eickel*, 9/11 1944; LM731 and NG239. Chemnitz, 5/6/3 1945; NG240 and PD375 and Nuremberg, 16/17/3 1945; NG169 and RF145.

*The Bomber Command War Diaries entry for this raid indicates it was a day one including 256 Lancasters. Cloud obscured the target, Mosquito sky-markers disappeared as soon as they ignited and the Master Bomber instructed crews to bomb any built-up area. The town of Wanne-Eickel reported 2 buildings destroyed, 4 civilians and 6 foreigners killed. 2 Lancasters lost. Apparently the targeted oil refinery was untouched. It is difficult to comprehend the statistical chances of these two aircraft coming from the same Squadron—the 625 jinx! Impossible to rationalize this lopsided loss.

A pair of Squadron losses would be especially demoralizing to the air and ground crews at RAF Kelstern.

On the evening of April 18, 1944, P/O Cosgrove and crew in ME734 were retuning from the Rouen raid, when they were intercepted by a German intruder on short final, crashing in flames just beyond the airdrome boundary. There were no survivors from this popular crew who had a reputation to be first back to Base from a mission.

Six months later, on October 14th, F/O Hannah with Sgt Paige as second ‘dickey’ and four of his crew, were detailed to attack Duisburg for the day portion of an historical double header. An engine fire during the takeoff roll, beyond the point of no return, resulted in Lanc LL956 crashing and exploding six minutes after departure. Unfortunately, F/O Hannah and rookie bomb aimer, F/Sgt Bennett would lose their lives. The remaining six managed to bale out successfully from an altitude of 800 feet!

Just four months later on February 23, 1945, F/O Paige and three of his crew would have the rare distinction of baling out a second time, after their aircraft was struck by a multitude of incendiaries from above, following the bomb drop and awaiting the photoflash. The entire crew survived and the aircraft exploded shortly after F/O Paige jumped clear.

To the best of our knowledge no 625 Squadron crewmen were murdered by German militia or civilians after baling out over enemy territory.

However, the final months of the war were chaotic and for POWs the most dangerous phase of the war, when the German senior staff ordered forced marches to the west— in horrific winter weather conditions, in order to avoid being overrun by the advancing Soviet Army.

We are aware of one Squadron loss during this time. On February 19, 1944, Lancaster JA862, S/L Douetil and crew were shot down by a night fighter. Five of the crew were KIA. However, S/L Douetil and his nav, W/O Price, survived to become POWs for the ensuing fourteen months. Sadly, the forced march at war’s end did not go well for W/O Price when their train was strafed by Typhoons on March 19, 1945, and he was struck in the thigh by a cannon projectile. He died from his injuries on March 30th and was buried in the Berlin 1939-1945 War Cemetery.

As noted above, the Squadron would lose three aircraft and crews to mid-air collisions. However, we now know that a fourth Squadron aircraft was involved in a similar event, but due to the pilot’s airmanship, determination and perseverance managed to return to Base—his crew safe and trusty Lanc relatively unscathed. P/O Chalkley was deservedly awarded an immediate DFC for his actions on this mission. This was the only reason this aircraft and crew did not end up at the bottom of the North Sea, and significantly skewing the Squadron’s stats for aircrew fates due to collision, from a fatality rate of 97 (56 KIA, 2 safe) to 85% (49 KIA, 9 safe). The fact a portion of MZ342 was draped over PD376’s wing resulted in the identification of this missing aircraft, and closure for the crew’s relatives. The alternate scenario would have been two aircraft missing from this raid—lost without a trace (LWT).

During its eighteen month operational history the Squadron would make a significant contribution in taking the war to the enemy. It would pay a horrific toil with seventy-four of its aircraft and courageous young crews failing to return. 389 airmen would make the ultimate sacrifice.

Many would be decorated for their valour in action with the enemy. To the best of our knowledge none were awarded posthumously and no airmen was recognized as deserving of the Victoria Cross. In total 122 Squadron airmen were decorated. This included two CGMs, three DSOs, a multitude of DFCs, a scattering of DFMs, one AM and Purple Heart, one CB and CBE, one MBE, one SSM, one BEM and several MiDs. The names of the recipients of these decorations may be viewed on the 625squadron.com website. Go to the Home Page, then Decorations Received and finally Air Crew. There are a choice of filters to focus your search.

However, in the process of researching the individual archive reports it became, apparent after the fact, there were a number of individuals deserving of the Victoria Cross, Conspicuous Gallantry Medal of immediate DFC or DFM. With the exception of one they all would have been awarded posthumously. We used P/O Andrew Mynarski VC as our gold standard for the delayed awarding of the VC. This resulted from the crew gathering postwar and piecing together the sequence of events resulting in P/O Mynasrki’s death, coupled with the survival of the sole witness with a miraculous escape. P/O Mynarski’s VC was awarded on October 11, 1946—the last to be awarded from the Second World War (Not the last earned—Lt Robert Hampton Gray VC DSC, August 9, 1945).

Here is our list of deserving candidates:

Sgt Jack Ringwood DFM: 27/1/44, ND461, F/O Roy Cook DFM and crew. Posthumous VC.

F/O Frank Medway, F/Sgt Walter Footman, F/O David Martin Mid and P/O John Johnson: 3/5/44, ME697, S/L Robert Gray and crew. Posthumous VC’s x4.

1st Lt Max Dowden and P/O Frank Moody: 21/5/44, LM513, 1st Lt Max Dowden and crew. Posthumous VCs x2.

F/Sgt Robert Gledstone: 30/6/44, PB126, F/L John Elmhirst-Baxter and crew. Posthumous VC.

F/O Lloyd Hannah: 14/10/44, LL956, F/O Hannah and crew. Posthumous VC, CGM or Immediate DFC.

F/O James Alexander: 5/3/45, NG240, F/O Alexander and crew. VC. Survived the war.

We realize these are open to debate but believe these individuals slipped through the cracks for one reason or another.

Sadly, F/Sgt Dennis Chalkley DFC would not be the only Squadron airman to lose his life after completing the mandatory first tour of thirty ops. He is the only Squadron vet who was involved in two mid-air collisions, sadly, not surviving the second, postwar.

Reg Price would lose two of his crew before war’s end. Sgt Harry Power was killed by a V-1 or V-2 bomb that exploded nearby when he was visiting his fiancé’s parents on July 4, 1944. His navigator, F/L Dudley Ball, would lose his life along with pilot, F/L Laurence DFM, on January 10, 1945, when their Mosquito struck a tree on a low level training flight. Reg would name his son in memory of his faithful, Aussie nav.

F/Sgt Allen ‘Birdy’ Avery, rear gunner in F/O David Mattingley’s crew, on their fateful November 29, 1944, Dortmund raid, would survive the war and re-enlist to train as a fighter pilot. He was posted to serve in Korea and was mentioned in dispatches (MiD). Sadly, he was killed in a flying accident in a storm over the Sea of Japan on September 1, 1952, unmarried, age 27. He is buried on the island of Okinawa.

It is understood there are many more who have not been brought to our attention. JEA

REFERENCES:

Chalkley Family Collection. Courtesy of F/O Chalkley’s nephew, Paul Chalkley.
625 Squadron ORB.
Aircrew Remembered Archive Reports.
Aviation Safety Network Website
Fire Weather by John Vaillant.
Battle Order 204 by Christobel Mattingley.

Co-Authors:

John Naylor
Maureen Hicks
Mike Edwards
Phil Townsend
Ralph Snape- Crew bio
Roy Wilcock- Photo-editing

Submission by Paul Chalkley and Jack Albrecht in memory of F/Sgt Paul Chalkley DFC, with respect for his family.

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