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Archive Report: Allied Forces

Compiled from official National Archive and Service sources, contemporary press reports, personal logbooks, diaries and correspondence, reference books, other sources, and interviews.
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625
625 Sqdn Lancaster III LM421 CF-Q Sgt. Geoffrey Francis Clark

Operation: Berlin

Date: December 23/24, 1943

Unit: No 625 Squadron

Type: Lancaster III

Serial: LM421

Code: CF-Q

Base: RAF Kelstern

Location: Crashed in Germany at Mittenwalde, Mötzener See

Pilot: F/Sgt Geoffrey Francis Clark 1442665 RAFVR Age 22 Killed (1)

F/Eng: Sgt Ralph Parkinson 1682651 RAFVR Age 28 Killed (2)

Nav: Sgt Donald William Walker 1323891 RAFVR Age 22 Killed (3)

B/A: F/Sgt Arthur Edward Naylor 1504432 RAFVR Age 22 Killed (4)

W/Op/Air/Gnr: Sgt William Edmund Whitmarsh 1334488 RAFVR Age 27 Killed (5)

Air/Gnr: F/Sgt Charles Ronald Harrison 1281951 RAFVR Age 22 Killed (6)

Air/Gnr: Sgt Frank Arthur Sugden 1385018 RAFVR Age 21 Killed (7)

INTRODUCTION:

Sgt Geoffrey Clark's crew came together at No. 18 OTU RAF Finningley in May 1943, they were:

Sgt Clark’s Crew No. 18 OTU. Courtesy of John Proctor.
Back row: l. to r. Sgt Graham Uttley, A/G, Sgt Ted Whitmarsh, W/Op/AG.
Front row: Sgt Ken Brind, Navigator, Sgt Geoff Clark, Pilot, Sgt Arthur Naylor, B/A.

Kenneth Brind's memoir of his time on operations with RAF Bomber Command (Further details here) recalls his association with pilot Sgt Geoffrey Clark in 1943. 591854 Kenneth John Brind entered the RAF at the start of the war as an apprentice clerk. He subsequently volunteered to re-muster as a navigator and at the end of his trade training was posted from 10(O)AFU to 18 OTU at RAF Finningley. It was at Finningley in May 1943 that Ken Brind met pilot Sgt Geoff Clark with whom there was an instant rapport and they 'decided to throw in their lot together and invited other crew members bomb-aimer, wireless operator and air gunner, to join us'. The crew melded together at Finningley and towards the end of their course, on July 25th the five-man crew Sgt Geoff Clark, Sgt Ken Brind, Sgt Arthur Naylor, Sgt Ted Whitmarsh and Sgt Graham Uttley flew a Nickel operation to drop leaflets 'inviting the Germans to surrender' over Alençon, Normandy.

On 4th August the crew moved to 1656 HCU, RAF Lindholme to commence training on four-engine bombers, to be joined by flight engineer Sgt Parkinson and mid-upper gunner Sgt Sugden. On 14th September, 'a very dark night' the crew experienced a harrowing accident in which Sgt Graham Uttley was killed.

During the evening of 14th September 1943 a night flying training programme was taking place with 1656 Heavy Conversion Unit from their base at Lindholme. Visibility on the ground was poor due to it being generally overcast and also raining. At 20.50hrs Lancaster W4985 was stationary awaiting instructions to take off, the rear light was switched on but due to the position the aircraft was in, a full view of the light was not visible to the crew of Lancaster ED585 who was behind it.

Unfortunately, Lancaster ED585 taxied into the back of Lancaster W4985 and seriously injured an airman in the rear turret of W4985 who subsequently died.

Immediately following the collision his crew-mates took Sgt Uttley from his turret but he died before the ambulance arrived.

Crew posted from HCU to RAF Hemswell 21st September 1943.

A new gunner, Sgt Douglas, was detailed to join the crew from 1656 HCU. They satisfactorily completed their conversion and were posted to the new squadron being established at RAF Kelstern.

Clark crew 625 Squadron:-

Sgt Clark Pilot
Sgt Parkinson F/E
Sgt Brind Navigator
Sgt Naylor Bomb-Aimer
Sgt Whitmarsh Wo/Ag
Sgt Sugden M/U/G
Sgt Douglas R/G

Ken Brind required a minor operation which was undertaken at RAF Hospital Rauceby. It was hoped that the procedure would best be done following training and still allow Ken to proceed with his crew to their operational posting with 625 Squadron. However, the surgery did not heal properly and Sgt Brind was in hospital and out of action from October 1943 to January 1944, including his twenty-first birthday on 17th October 1943.

Crash Site Coordinates: Lake Mötzener. Courtesy of Steven Blum.

Sgt Donald Walker replaced Sgt Brind as the crew's navigator just prior to their posting to 625 Squadron which was effective from 15th October 1943. It is not apparent whether Sgt Douglas arrived at RAF Kelstern to be posted away before the crew flew their first operation. He does not appear in the squadron's record books. Similarly F/Sgt Harrison's arrival at Kelstern is not noted under postings in, unless Harrison replaced Sgt Douglas and arrived as one of the crew. F/Sgt Harrison's first flying duty was as Sgt Clark's mid-upper gunner for a fighter affiliation exercise on 14th November.

Sgt Clark’s Crew 625 Squadron, 1943. Courtesy of John Proctor.

Crew IDs attached to this photo: Clockwise from front centre: F/Sgt CR Harrison, Sgt R Parkinson, Sgt DW Walker, Sgt WE Whitmarsh, Sgt AE Naylor, Sgt G Clark. Missing: Sgt FA Sugden. Courtesy of John Proctor

Sgt G F Clark flew as second dickie with F/Lt Day to Leipzig 20th October.

Lancaster III – W5009 – LEIPZIG up 17.30, dn 00.20

F/Lt Day J C Pilot-Captain
Sgt Clark G F 2nd Pilot
F/Sgt Stevens J A Bomb-Aimer
Sgt Saker J S F/E
P/O Slingsby P J Navigator
Sgt Coyle E P Wo/Ag
Sgt Crowley J F M/U/G
Sgt Nash L J R/G

Target Leipzig. Attacked at 21.04hrs from a height of 21,000ft, and owing to 10/10ths cloud bombed on E.T.A. Disappointing trip owing to weather.

The Clark crew did not appear on the Squadron Battle Order until 2nd December. However, Sgt Naylor flew with F/Sgt Aslett's crew on 20th/21st October – Leipzig and 22nd/23rd October – Kassel.

Sgt Sugden flew as a replacement M/U with Sgt Ives on 22nd/23rd October to Kassel.

2nd December 1943

Lancaster III – DV194 – BERLIN - up 16.48, dn 23.34

Sgt Clark G F Captain and Pilot
Sgt Parkinson R F/E
Sgt Walker D W Navigator
Sgt Naylor A E Bomb-Aimer
Sgt Whitmarsh W E Wo/Ag
F/Sgt Harrison C R M/U/G
Sgt Sugden F A R/G

Target bombed at 20.25hrs from a height of 19,000ft. A large red explosion reflected on clouds just before bombing, lasting for 2-3 seconds. Landed away at MANSTON. Ju 88 claimed as destroyed seen to burst into flames and go down burning.

Combat Report

1. Report No 429. Night 2nd/3rd December 1943. P/625 DV194. BERLIN.
2. 5230N 1335E. 20.27hrs. 19,000 ft. 155 I.A.S. 090 deg N.
3. 7/10ths cloud. Vis 500-600 yds. Quarter moon on stbd. bow.
4. Many S/Ls and numerous fighter flares in area.
5. No unusual phenomena.
6. One Ju.88
7. No lights carried.
8. Unknown.
9. W/Op in astro-dome first sighted the e/a on the port quarter at 500yds range slightly up as it came out of a cloud.
10. One attack from port quarter up, as the bomber corkscrewed to port the e/a slipped to astern position, then moved to port beam, finally falling away port quarter down.
11. Our a/c corkscrewed to port, immediately on sighting the e/a at 400yds the rear gunner ordered the pilot 'corkscrew port, go'
12. Rear Gunner opened fire at 400yds range and fired two very long bursts of about 7secs. each. M.U.G fired a 2 sec burst at 200 yds range, then a 5 sec burst as e/a moved to port beam and fell away port quarter down. E/a did not open fire.
13. Tracer seen entering e/a by both gunners and W/Op. Smoke observed coming from stbd engine. A blue flash was seen as e/a turned over on its back and fell away. The bomb-aimer saw the e/a spinning down in flames.
14. Approx. 250 rounds from mid-upper turret. No stoppages. Approx. 1050 rounds from rear turret. No stoppages.
15. 1385018 Sgt Sugden Rear Gunner. Driffield AGS. No OTU. 1656CU. 1281951 F/Sgt Harrison M.U.G. 2 AGS. 21OTU and no CU.
*16. Boozer fitted. Warning given prior to attack.
17. Correct evasive action ordered by rear gunner and executed by pilot. The accurate shooting of the gunners undoubtedly had the e/a in trouble from the start. It was a very good show on the gunners' part. The M.U.G firing a short burst, then taking a quick look round for other e/a as Ju.88 moved to astern position. M.U.G again engaging e/a as it came up on port beam. The W/op was a big help to the gunners by promptly spotting the e/a.
18. On the night of 2/3rd December Lanc F/625 took part in a raid on Berlin, the trip to the target was uneventful, but just after bombing the W/Op (in the astro-dome) sighted a Ju.88 on the port quarter at 500 yds range. Immediately sighting it at 400 yds range the rear gunner ordered the pilot to 'corkscrew port go'. The M.U.G and Rear Gunner opening fire at once. As the pilot corkscrewed to port the e/a slipped to a position astern, the rear gunner firing continuously and the M.U.G ceased fire, the e/a moved up to port beam and the M.U.G opened fire again. The e/a then turned on its back and fell away on the port quarter. Most of the tracer was seen by the M.U.G and W/Op entering the fuselage wings and engines of the e/a and smoke was seen coming from the stbd engine. A blue flash was seen as the Ju.88 turned over on its back and fell away. The bomb aimer saw the Ju.88 spinning down in flames. The Ju.88 did not open fire.

Co-ordinates suggest the action happened in the vicinity of Kaulsdorfer Seen in the Berlin district of Mahlsdorf. That night 1st Jagdkorps lost three aircraft in return fire, including a Bf110 G4 of 7/NJG5, two pilots being killed. The single-engined 'Wild Boar' force lost three Fw190s of 5./JG302 and a Fw190 of 4./JG300.

*Note by John Naylor:

I found the 'Boozer' mention very interesting. Whilst on this occasion, it probably did work in their favour, it was soon discarded later in the war as being obsolescent, owing to the amount of signal traffic that rendered it useless, by setting off the warning lights on the control panel, when in fact there was no stalking night fighter!

It was supposed to have been used throughout the Bombing Campaign, but was deemed unreliable in early 1944, owing to other signal traffic on the same wavelength. I have never seen a photo of a Lanc with this fitted though, despite the hundreds of photos’ I have seen.

It was tuned into the Wurzburg transmitters used by the night fighters, via the ground controllers.

Boozer antenna fitted on rear fuselage of a Lanc. Courtesy of John Naylor.

16th December

Lancaster III – LM421 – BERLIN - up 16.35, dn 00.05

Sgt Clark G F Captain and Pilot
Sgt Parkinson R F/E
Sgt Walker D W Navigator
Sgt Naylor A E Bomb-Aimer
Sgt Whitmarsh W E Wo/Ag
F/Sgt Harrison C R M/U/G
Sgt Sugden F A R/G

Target bombed 21.14hrs, at a height of 18,000ft. In conditions of 10/10ths cloud, tops about 3,000ft. Uneventful except for tricky landing. Concentrated glow visible.

The night of16th/17th December became known as 'Black Thursday'. Crews returning to Lincolnshire bases encountered thick fog and there were numerous serious accidents. Sgt Clark had a ‘tricky landing’

Squadron Record Book - The route back was a good one, but on arrival at Base weather conditions were 10/10ths cloud at 500ft and bad visibility. There were many incidents, aircraft being diverted to other airfields in the Group. Aircraft A/625 captain and pilot F/O A E Woolley (attached from USAAF) crashed at Gayton-Le-Wold, approximately a mile from the airfield here....Aircraft K/625 captain and pilot W/O Ellis overshot at Base, turned low and slow, hit ground with inner wing and belly landed without injury to the crew. Aircraft U/625 captain and pilot P/O R G Bowden DFM, Australian, was hit during the bombing run over the target, the starboard inner engine being set on fire....although diverted to a strange aerodrome, and with his navigator wounded and with only three engines, a skilful landing under appalling weather conditions was made. Aircraft C/625 captain and pilot P/O Kroemer, landed at Binbrook. Aircraft H/ Wing/Co Preston DFC landed at Blyton. Aircraft W/625 captain and pilot Sgt Cook, landed at Ludford Magna. Aircraft K/ landed at Blyton (captain F/Sgt Middlemiss). Aircraft T/ captain and pilot F/Lt Douetil landed at Ludford Magna on three engines. Aircraft Z/ captain and pilot F/O Nichols, landed at Blyton. Aircraft F/625 captain and pilot Sgt Doyle landed at Ludford Magna. Aircraft D/ captain and pilot Sgt (since made P/O) Etchells, landed at Blyton. F/Lt J C Day and Sgt Clark were the only 625 Squadron aircraft to complete the sortie and land back at Kelstern. Four other crews had returned early and got down before the weather closed in. C/O of 100 Squadron W/C John Dilworth crashed on his approach to land at Kelstern having been diverted from RAF Waltham (Grimsby).

20th December

Lancaster III – LM421 – FRANKFURT up 16.35, dn 19.12

Sgt Clark G F Captain and Pilot
Sgt Parkinson R F/E
Sgt Walker D W Navigator
Sgt Footman W A Bomb-Aimer (F/O Nicholls's crew)
Sgt Whitmarsh W E Wo/Ag
F/Sgt Harrison C R M/U/G
Sgt Sugden F A R/G

Task abandoned at 17.53hrs. M/U gunner complained of lack of oxygen and had to be taken from the turret. R/gunner also reported his oxygen meter not reading correctly. Bombs jettisoned safely at 18.00hrs.

23rd December

Lancaster III – LM421 – BERLIN - up 23.45, dn -

Sgt Clark G F Captain and Pilot
Sgt Parkinson R F/E
Sgt Walker D W Navigator
Sgt Naylor A E Bomb-Aimer
Sgt Whitmarsh W E Wo/Ag
F/Sgt Harrison C R M/U/G
Sgt Sugden F A R/G

Failed to return. Nothing heard after take-off at 23.45hrs

Route 23rd December 1943 Berlin.

(northings and eastings in °and '')

Sheringham – 5220N 0300E – 5030n 0608E – 5033N 0940E – 5050N 1227E – 5205N 1310E – target– 5302N 1327E – 5235N 0943E – 5240N 0300E – Mablethorpe - base

Route co-ordinates converted to decimals:-

52.3N 03.00E due west of Amsterdam, mid-way between English and Dutch coasts – 50.5N 6.13E Fagne Tirafaye/Waimes, Belgium – 50.55N 9.667E Eichenzell, south of Fulda, Germany – 50.83N12.45E Meerane, w of Chemnitz– 52.083N 13.167E Luckenwalde – target – 53.033N 13.45E Havel/Templin – 52.583N 09.716E – 52.667N 03.00E

The route to Berlin that night crossed the Norfolk coast at Sheringham to a turning point due west of Amsterdam midway between the English and Dutch coasts. Then across Belgium passing south of Aachen, south of and beyond Leipzig where dummy markers were dropped by the PFF as a simulated attack on Leipzig. The turning point before the target was at Luckenwalde to the south of Berlin (target aiming-point co-ordinates not known), to pass over the aiming point and out on a roughly NNE heading towards the next turning point in the vicinity of Templin/Lake Havel.

German night-fighters had been shadowing the bomber stream since Aachen, there was a concentration of combats over Berlin from a couple of minutes after the bombing commenced. It is likely that LM421 was attacked before bombing and took evasive action/ fell out of control towards the east of track. The eyewitness account of Herbert Siecke suggested that Geoffrey Clark may have been trying to make a forced landing when the aircraft, already in flames, crashed and exploded. The pilot may even have been attempting to 'ditch' on the Mötzener See.

This makes perfect sense as the aircraft was severely damaged, and losing height. Pilots were trained from their earliest flights at primary to recover from spins – it would have been second nature to try to save the aircraft from any situation and if not possible to provide a steady platform to exit by parachute at a safe height the next best thing would be to make a forced landing or to ditch.

ORB Raid Summary

KELSTERN

23.12.43 OPERATIONS. The target chosen for tonight was BERLIN and of the 12 Lancaster aircraft detailed from this Squadron, 9 attacked “ the Big City” primary, the Squadron thereby contributing another heavy load towards the National Christmas Present to Hitler. Unfortunately on this trip aircraft Q/LM421 Captain and Pilot , Sgt Clark, was reported missing, nothing being heard from this aircraft after take-off at 23.45 hrs. The full crew consisted of:-

1442665 SGT CLARK.G.F. CAPTAIN-PILOT
1323891 SGT WALKER.D.W. NAVIGATOR
1504432 SGT NAYLOR.A.E. BOMB AIMER
1334488 SGT WHITMARSH.W.E. WO/AIR
1281951 F/SGT HARRISON.C.R. M/U/GUNNER
1385018 SGT SUGDEN.F.A. R/GUNNER
1682651 SGT PARKINSON.R. F/ENGINEER

This Squadron had only two abortive on this trip, in both cases due to engine failure after being in the air for a number of hours. Fires in the city were numerous, well concentrated and there were one or two good explosions in the target area. In support of the Squadron’s efforts, the Station Commander, Group Captain R.H. Donkin. O.B.E. flew in aircraft T/JA862, the captain being FLT/LT B.N. DOUETIL.

REASON FOR LOSS/THE CHOP:

Confirmation by Theo Boiten, August 21, 2024.

23-24 December 1943
Lt. Georg Fenk: 1 11./NJG5 Lancaster S. Berlin: 6.000 m. 04.10 625 Sqn Lancaster LM421

It is ironic LM421 was the one and only victory claimed by Lt. Fenk. In a month he would lose his life in a crash at Erfurt (Steiger-Wäldchen) on 27/28.1.44, during a NF sortie.

LM421 was intercepted and attacked by Lt Fenk just after four o’clock in the morning of Christmas eve, sustaining serious damage and fuel tanks ignited. Out of control the aircraft crashed into Lake Mötzener with loss of the entire crew.

A contemporary eye-witness report by Herbert Siecke, in the local Motzen museum, Heimatverein Motzen, pin-pointed the date to the eve of Christmas Eve 1943:

Once again, there was an air raid warning at night in December. At that time I was16 years old and had been assigned the role of detector at the community hall in Splittergraben. Present were the air raider P. Rudolph and the head of the fire brigade W. Hahn.

It was cloudy and windy, when suddenly we heard the sound of airplanes above the clouds, MG salvos and shots of the cannon of the night fighter that caused the British bomber to crash. Very strong rustling noises started, we went with our heads ever deeper in the splinter trench, which were followed by a fiery inferno and explosion before the airplane disappeared into the Mötzener Lake. Burning kerosene covered the entire crash area.

Soon after, we were given the all-clear, then we went immediately with the fire brigade to the settlement’s bathing spot. There we found hundreds of dead fish, airplane parts and an open parachute floating towards the shore.

To assist us, we had a barge and shovels from the fire brigade that we used as oars to get to the parachute. It was, as previously stated, stormy and there was a strong swell, and we had a lot of trouble getting the empty parachute into the barge. The parachute and parts of the plane were brought to the fire station where they were picked up.

That night and that operation, I’ll never forget.

Looking at the scenario on John Proctor's site, it appears she was originally intercepted at a considerable height. I believe she had bombed the target, and was reducing height when turning south for the dog leg, and home, at a distance of 20 miles from the target. It seems the German pilot stayed with her, and described sheets of flame from the wings. I feel that some or all of the crew were either incapacitated, or unable to get out. I cannot believe that the Pilot was attempting an emergency landing, given the cloudy conditions and strong winds, that may not have been in his favour? I still feel that the OPEN parachute, blowing across the lake, was an indication that at least one crew member was attempting a bale out at low altitude? The explosion just before impact with the lake would not have been bombs, but fuel in the previously damaged wing tanks? It may well be that the poor Pilot was only partially conscious at that point?

My thoughts only of course. John Naylor. (Not related to Bomb Aimer, Sgt A.E. Naylor)

AFTERMATH:

The bodies of four of the crew were interred at the Mittenwalde, the bodies of the three remaining crewmen were not recovered.

Following investigation by the Missing Research and Enquiry Service the remains of pilot, Sgt Geoffrey Clark, bomb aimer, Sgt Arthur Naylor and gunners, Sgt Charles Harrison and Frank Sudden, were exhumed and reinterred in the Berlin 1939-1945 War Cemetery. Flight engineer, Sgt Ralph Parkinson; navigator, Sgt Donald Walker and wireless operator, Sgt Willam Whitmarsh, have no known grave.

Background information by Steven Blum regarding the discovery of the Lancaster wreck:

The wreck was discovered in the early 1960s. Several young divers apparently came across a broadly scattered field of debris. Please find details in the “Aircraft Wreckage in Motzener Lake" in Poseidon 9/1963, p. 1 ff. Afterwards the wreck was forgotten.

The Lancaster was rediscovered in early 2000-2010 years by German divers Jan Seiffert and Roger Blum. There was only available a vague map depicting the alleged crash site and indicating a prominent tree on the shore near Kallinchen and a jetty on the opposite side of the lake as bearing points. Based on information from the local fisherman, they were able to track the wreck.

In or about 2012, a German diving group followed up a local story that a British bomber had crashed in Mötzener See.

Fishing hut with crash debris ‘trophies’. Fishing hut close up of rudder balances. Courtesy of Steven Blum


Local Motzen museum, Heimatverein Motzen, coverage of LM421 crash. Courtesy of Steve Blum

The Search for a Lost British Bomber in a Lake near Berlin

easydive24 website, March 23, 2016

A Plane Goes Down on Christmas Eve

Title Page of article on initial dive discovery of crash site. Courtesy of Steve Blum.


“…At first, we had very little information about the resting place of the downed bomber. Only one map of the supposed crash site had been published, with only the image of a footbridge on the Motzen side of the lake and a noteworthy tree on the opposite shore as bearing points.

During our first dive, we looked for the crash site at random, this method leading to an hour-long search through the cold dark waters as mud and sediment swirled upwards from the bed of the lake. Finally my heart skipped a beat as I saw a large object in the murky water. Swimming over in great excitement, I made a closer inspection. With such poor visibility, my mask was half a meter away from the object before I realized it was an old oar sticking out of the mud.

Having failed to locate the underwater aircraft on our first attempt, we planned our second dive more thoroughly. First, we found out some extra information about the crash site. Several parts of the plane on show at a local fishing hut bore witness to the fact that there wasn’t just fish to be found in the depths of the lake. We talked to the fisherman who had discovered them and he told us where we had to focus our hunt. Returning to the depths of Mötzener See, this time searching around the other side of the lake, we found a large part of a plane buried deep in the mud. We drove home happy, sure that we had found the crash site of the British Lancaster bomber."

Dive views courtesy of Roger Blum.

Photo analysis by John Naylor:

Nothing like some fragmentation photos to try my patience!
Nonetheless, having studied them at length, I have come up with the following POSSIBILITIES.
I had no size comparisons to go by, so these are just educated guesses!

Part of the tailwheel leg hinge. (to its right looks like part of the rear turret framework). Dive photos courtesy of Roger Blum

Part of the elevator trim tab, with lever.

Piece of the end of rear elevator.

Part of the rear dinghy, with rope grab handles?

Part of a Glycol Pump for anti icing?

Notably, all these are at the rear of the aircraft, apart from the Glycol Pump?
Best I could do I am afraid! JN

The new links for this article are:

English version
German version

Steven Blum and John Proctor.

CREW’S RELATIVES 2023 REUNION AT MÖTZENER LAKE

In 2023, relatives of three of LM421’s crew organized a commemorative reunion at the crash site, coordinated with the two divers who researched and discovered the location of the debris field on the floor of Lake Mözener. This included the grandsons of Wireless Operator, Sgt Ted Whitmarsh; Paul and Richard Whitmarsh; second niece of the Rear Gunner, Sgt Frank Sugden, Jane Kitt and her husband, Steven, and nephew of Sgt Ron Harrison; Ray Harrison and his wife Pauline.

They were hosted by German divers, Steven Blum and Jan Seiffert, and treated to a remarkable adventure with a ‘flotilla’ to the crash site in Lake Mözener for the commemoration ceremony. This was a highlight for Richard Whitmarsh, a retired RN recovery diver, who was able to join the site dive.

We are grateful to Steven and Roger Blum for sharing the photographs documenting this historic event, as well as their hospitality and compassion.

Left: 2023 Reunion: Commemoration Wreath. Photos courtesy of Steven Blum

"In Remembrance
of the flight crew of Lancaster
LM421 CF-Q, your bravery and
sacrifice will always be
remembered
ROYAL BRITSH LEGION"

2023 Reunion: Flotilla to Crash Site and Dedication Ceremony by Jane Kitt


2023 Reunion: Dive Team. l. to r.: Richard Whitmarsh, Ray Harrison and Jan Seiffert (back to camera)

2023 Reunion: LM421 ‘Family’ and Dive Team: l. to .r: Steven Blum, Jan Seiffert, Paul Whitmarsh, Ray Harrison, Pauline Harrison, Steven Kitt, Jane Kitt and Richard Whitmarsh

We are in the process of studying the feasibility of recovering the remains of the three missing crew members with René Schütz and his Vermisstenforschung (Research of the missing) team. Update to follow.

Richard Whitmarsh:

Like you, Paul and I were excited at the prospect of perhaps finding the missing aircrew. Fresh water lake. Sulphur like muddy bottom to preserve the contents. Two of the missing crew very central to the aircraft. All those recovered were positioned peripheral etc. LM421 was nearly new with (I believe) only 17 hours flight time before this mission.

Paul and I spent a day or so researching the area prior to meeting the others and the German Divers. Almost everyone we spoke to in the local, knew of the LM421 story. We indirectly spoke to the family of a woman who watched it crash (she had unfortunately died since). Even a guy we met in the middle of the lake when we hired kayaks knew of the story. It was quite amazing. We learned of a massive explosion as or before the aircraft hit the water. All the pieces of the aircraft we have seen have been very badly damaged consistent with a large explosion. Finding an intact piece of fuselage with crew inside might be optimistic. But who knows. If it's there we will find it.

The dive is quite technical in that visibility drops off to zero at about 3m depth. LM421 is at 12m and in very soft mud. You have to reach down into the mud to feel the parts. In 2010 a diver died on the wreck site. It's a fishing lake and likely with lines and nets as hazards, so calm and careful is the order of the day. It's totally black, zero light, torches would be limited. I think I was on the tail end and could feel the tail wheel. The good thing about this is that not many sport divers will have been on this site as it's an unpleasant dive, therefore it should be largely undisturbed. It was a privilege to have touched the wreck, and we all took a small piece of LM421 home with us which was very special.

November 11, 2024. Ray Harrison

At our reunion in Germany the salvage was shared out amongst us. I saved a fairly large piece as I thought it might be easier to identify. Earlier this year some of us met at the Lincolnshire Aviation Heritage Centre and I took our piece of salvage for identification. My part of the salvage is the ammunition box lid for the mid-upper gunner according to an experienced engineer who volunteers at the Centre. Incredibly my uncle would have used that lid.

Ray Harrison.

Right: LM421 Salvage Debris: Ammunition box lid, mid-upper gunner. Courtesy of Ray Harrison.





BOMBER COMMAND WAR DIARIES:

23/24 1943
BERLIN

379 aircraft — 364 Lancasters, 8 Mosquitos, 7 Halifaxes. The bomber casualties were not as heavy as on recent raids, partly because German fighters encountered difficulty with the weather and partly because the German controller was temporarily deceived by the Mosquito diversion at Leipzig. The main force of fighters only appeared in the target area at the end of the raid and could not catch the main bomber stream. 16 Lancasters were lost, 4.2 per cent of the force.

The Berlin area was covered by cloud and more than half of the early Pathfinder aircraft had trouble with their H2S sets. The markers were scattered and sparse. The Berlin report shows that only the south-eastern suburbs of Köpenick and Treptow received any serious number of bombs. 287 houses and other mixed property were destroyed. 1 canal cargo ship was sunk and 3 seriously damaged. 178 people were killed: 157 civilians, 11 police and soldiers, 10 foreign workers…

NACHTJAGD WAR DIARIES—VOLUME ONE:

This would not be a stellar evening for Nachtjagd crews or their controller. This could be attributed to a number of factors, some natural and some human.

RAF losses were minimal due to adverse weather conditions over the continent, including thick ground fog and haze over the Netherlands, a 8-10 thick cloud layer, with icing conditions, topped at 8-10,000 feet en route. In addition effective jamming and fake instructions of the Laufende Reportage by Corona in England contributed to the confusion, severely hampering night fighter operations.

In total 166 fighters, including a combination of Tame and Wild boar aircraft, were committed. However, the majority of Nachtjager were not equipped with SN-2 A/I (Airborne Interception) radar and the Nachtjagd controller successively mistook the main target as Frankfurt, then Leipzig, Weimar, and finally Auerbach. As a result Berlin was not identified as the objective until zero hour (03.56 hrs.) plus two minutes. Consequently, the majority of Nachtjager did not arrive until the attack was well underway.

This was a difficult night for the Nachtjagd, losing seven twin-engine and two single-engine aircraft—two to ‘friendly flak’ and one due to a ‘friendly’ Wild Boar over Berlin! In addition three Wild Boar aircraft were lost in accidents.

BIOGRAPHICAL DETAILS OF CREW:

  1. F/Sgt Geoffrey Francis Clark:

1442665 – Cardington April to October 1941.

Geoffrey Francis Clark was born in early 1922, the son of Basil Francis and Rhoda Clark. The couple had married in late 1919. Rhoda Brown had married Edward Berry in April 1913 at Colwall, Herefordshire and was widowed in January 1918.

The 1921 Census places Basil, Rhoda and Edward in Bidford on Avon, nr Alcester.

Geoffrey's birth was registered at Alcester in the first quarter of 1922. Geoffrey attended Wootten Wawen C of E School and was evidently a bright student, being awarded a free place scholarship at King Edward VI School, Stratford on Avon at the age of 9. The Stratford-upon-Avon Herald of Friday 7th August 1931 reported his success as well as his inclusion in the list of Wootten Wawen School end of year prize-winners.

The book 'The Boys of Shakespeare's School in the Second World War' by Richard Pearson makes mention of Geoffrey Clark -

“Throughout 1943, Lancaster bombers of 625 Squadron flew from RAF Kelstern to Berlin. In the Wolds between Binbrook and Louth, amongst the aircrew who cycled or arranged a car ride over to The Wheatsheaf in Louth, was Sergeant Geoffrey Clark, the son of a baker on School Hill in Wootten Wawen. A pupil at King Edward VI School between 1931 and 1939, he had been an active participant in the Drama Society (appearing in Vice Versa), and played occasionally for the 1st XI, being awarded his 2nd XI colours.

Becoming a clerk in the Municipal Offices in Birmingham, he travelled each day by train through Henley-in-Arden, Danzey and Earlswood. Joining the Royal Air Force Volunteer Reserve in 1940, he moved to Kelstern, where, from 1941, he was involved in very many raids over German-occupied Europe, ‘burning the cities we learned about in school.’”

A little poetic license exists in introducing Geoffrey Clark and 625 Squadron....the squadron having been newly established at the beginning of October 1943, although Sgt Clark was an original.....posted in on 15th October from 1656 HCU. Not strictly accurate either 'burning the cities', or 'from 1941’.....

Geoffrey Clark's entry in the 1939 Register is redacted - 'officially closed'. The family home at that time was 'Sunnyholme' at Wootten Wawen, occupied by Basil, Rhoda, Edward Berry and Geoffrey.

Geoffrey Francis Clark is commemorated on the St Peter (roll of honour), Wootten Wawen
Inscription - Remember Before God The Heroic Dead Rest Eternal Grant Unto Them, O Lord: And Let Light Perpetual Shine Upon Them.

Also on the King Edward VI School, Stratford on Avon war memorial:-
'In memory of the fifty-two boys of King Edward VI School who laid down their lives in the service of their Country 1939-1945’.
JP

2. Sgt Ralph Parkinson:

Service number 1682651 - issued from Padgate between November 1941 and June 1942.

Ralph Parkinson was the middle son of William Henry and Ada Annie (Marsden) Parkinson of Liverpool. He was born on 15th May 1915, West Derby, Lancashire. Ralph's father William Henry Parkinson of 18 Lake Street, Everton, died aged 40 in 1925.

The 1939 Register entry for 18 Lake Street, Everton recorded Ada Annie as head of the household, Ralph Parkinson, occupation - Ship's steward, New Zealand Star. Elder brother William was a motor driver – coal haulage, younger brother Alan J was in the Army, a Signalman 59th Div – 2581853.

Ralph had served as a ship's steward since September 1934 (Steward's boy) with the Blue Star Line on Trans Atlantic routes on the Viking Star refrigerated passenger liner and to California via Panama Canal. The New Zealand Star was another Blue Star liner operating between Britain, Australia and New Zealand. On 25th August 1942 The Viking Star was sunk by a U-boat 160 miles from Freetown.

Monday June 5th 1944 the Liverpool Echo – 'ON ACTIVE SERVICE' column-

'PARKINSON- Reported missing from operations over enemy territory Dec 1943 – F/Sgt eng.
RALPH PARKINSON (RAFVR), dearly loved son of Ada and the late William Parkinson and devoted brother of Bill and Alan (CMF) (Still hoping and waiting) – 18 Lake Street.'
(CMF – Central Mediterranean Force). JP

3. Sgt Donald William Walker:

1323891 (Oxford Nov 1940)

Donald William Walker was born on 2nd February, 1921, at 55 Holbeach Road, Catford, to parents Lawrence William and Winifred Maud (nee Culver) Walker, his twin sister Norah was 20 minutes his junior. Lawrence and Winifred had married in1920 and by 1930 had moved from Catford to Byron Road, Selsdon, Surrey. Winifred died at the age of 35 when the twins were 11
years old. Lawrence remarried Beatrice A Carter in 1934, and following their marriage moved to Elsinore Road, Forest Hill.

Donald Walker's body was not recovered and so he is commemorated on the Runnymede Memorial. JP

4. F/Sgt Arthur Edward Naylor:

1504432 issued from Padgate between April – November 1941. CWGC does not record Sgt Naylor’s next of kin.

Arthur Edward Naylor's name appears on the war memorial in Scatcherd Park, Morley, West Yorkshire. By association, I believe that the1939 Register entry for 9 Ingle Grove, Morley details Arthur's family – Albert Naylor b 1895 - Electrical Engineer, fitter, armature winder, Lucinda I b 1896– unpaid domestic duties; Rachel B b 30/3/20 single – assistant in assembling medical and surgical supplies; ARP, first aid; Arthur E b 8/12/21, single - stove grate moulder (iron); Kenneth b 8/9/23, single – finisher in woollen mill; Next record officially closed (Albert E, b 1925); Harry b 26/9/26 - at school.

From UK birth records - Arthur Edward Naylor's birth was registered j/f/m 1922, Holbeck, Yorks, West Riding, mother – Dooly. The Beeston area of south-west Leeds adjoins the district of Holbeck and was within the Holbeck registration district, with Morley further to the south-west of the city.

Having completed his air-observer/ bomb-aimer training Sgt Naylor was posted to 18 OTU, RAF Finningley where he crewed up with pilot Sgt Geoff Clark, navigator Sgt Ken Brind, wireless op Sgt Ted Whitmarsh and rear gunner Sgt Graham Uttley who came from Halifax, ten miles west of Morley, West Yorkshire. JP

5. Sgt William Edmund Whitmarsh

Left: Sgt Ted Whitmarsh on leave with his sons. On the left, Tony ( Richard’s father) and on the right, Ted (Paul’s father). Courtesy of the Whitmarsh Collection.

1334488 issued from Uxbridge, Weston Super Mare in 1940

The son of Edmund and Evelyn Whitmarsh of Patching, Sussex. In 1911 Edmund was overseas with the Royal Garrison Artillery and served with the RA in the First World War. Edmund married Evelyn Elliott in April 1914 at Patching, West Sussex. William Edmund Whitmarsh was born on 21st February 1915 at East Preston, Sussex, he was the eldest of three siblings, with sisters Rose, born in 1917 and Nellie 1919.

At the time of the 1921 census 'Willie' aged 6 (later known familiarly as 'Ted') was living with his grandparents William and Mary Elliott at their home in Arundel Road, Patching, with his cousin Donald Elliott.

Ted Whitmarsh married Dorothy Blunt in a/m/j 1933 at East Preston, they were 18 and 19 years of age respectively, Dorothy was from Gloucester. The couple had two sons, Teddy, born in August 1934, and Tony (Anthony) April 1936. The family lived in Rustington, the 1939 register placed them in Jubilee Avenue, Rustington with William E Whitmarsh, occupation - gardener, Dorothy, unpaid domestic duties, Teddy W A Whitmarsh, at school, Anthony J Whitmarsh, under school age, and William Langridge 1865 widower, retired carter.

At the time of Ted's death it seems that Dorothy was living at Drymen, Stirlingshire, near Loch Lomond.

Ted is commemorated on Rustington War Memorial.

A newspaper article from the Worthing Gazette, June 1957 about the history of Clapham and Patching Cricket Club who played at Frog's Hole, Patching, recalls the club between the wars, mention is made of 'demon bowler Ted Whitmarsh who was killed in the War’.

Ted Whitmarsh is one of the three crewmen commemorated on the Runnymede Memorial as having no known grave. JP

6. F/Sgt Charles Ronald Harrison

Right: Sgt Ron Harrison, Courtesy of Ray Harrison

Sgt Ron Harrison finished his first tour of operations on 8th April 1943 having flown 38 operational sorties, totalling 206.45 operational flying hours. He had been flying initially with 162 Squadron who operated Blenheim Vs and Wellingtons tasked with radio jamming sorties and bombing against the Afrika Korps.

The squadron ORB entries for Sgt Harrison are somewhat confusing as there were two Sgt Harrisons operating at the time - Sgt Herbert R Harrison RAAF and Sgt Charles R Harrison RAFVR, both apparently known as Ron. It appears that Sgt C R Harrison (although undoubtedly some of his ORB entries refer to his namesake) flew with P/O Horry, Sgt Greenleaf and predominantly in the Wellington crew of former accountant P/O Alfred Bruce Smith RNZAF.

Sgt Harrison RAFVR seems to have arrived in Shallufa from 21 OTU at the end of July 1942. Operations by 162 Squadron's Wellingtons during August, September and October included bombing the Tobruk battle area.

In early December 1942 elements of 162 were absorbed into 40 Squadron, including P/O Smith’s crew who continued to fly bombing operations, including against Tunis, Sousse, Tripoli and Palermo docks and harbours.

40 Squadron ORB:- February 23rd/24th GABES WEST LANDING GROUND. Up 22.55, dn 03.15 (ditched) - F/O Smith, P/O Moir, F/Sgt Throup, P/O Bingham, Sgt Vail, Sgt Harrison.

'crew identified L.G. But subsequently lost it and bombed Gabes town in two sticks from 10,000ft, bursts seen but no further results. On return journey over sea East of Djerbe, port engine failed. Captain ditched aircraft successfully and crew took to dinghy. After 4 days land was reached, help obtained from Arabs, and crew subsequently reached base safely.’

Sgt Ron Harrison was a member of the 'Late Arrivals Club' having ditched in the Mediterranean and subsequently walked home – a recipient of the 'winged boot’.

Left: Sgt Ron Harrison’s ‘Winged Boot’ award. Courtesy of Ray Harrison.


The crew continued operations until flying their last sortie on 8th/9th April. The ORB entry for 23rd April 1943 recorded 'F/O Smith, F/O Bingham, F/O Allingame, F/O Liversidge, F/Lt McInnes, Sgt Turner, Sgt Harrison posted to UK as O.T.E.' (O.T.E – Operational tour expired).

Sgt Ron Harrison embarked on his journey home on 1st July aboard BOAC Empire flying boat GAEUD 'Cordelia' from Cairo to Nigeria – via various hops including Sudan, Uganda, Belgian Congo, French Equatorial Africa, 34.08 hours flying time over four days. A five day stop over in Lagos and a day in Lisbon was followed by his homeward leg by Boeing Bristol via Bathurst (Gambia), Lisbon, Shannon(Eire) to Poole, another 32hours 40mins flying, arriving in Poole on 13th July.

It is unclear whether F/Sgt Harrison experienced 'holding' postings after enjoying leave on his return to the UK. His first duty on arrival at RAF Kelstern was a fighter affiliation exercise flown by Sgt Clark on 14th November, followed the next day, a week after his 22nd birthday, by a cross-country exercise with Sgt Lake.

Charles Ronald Harrison was born on 8th November 1921 to Charles and Clara Harrison (nee Avard), the youngest of three boys.

The 1939 Register records-
Charles Harrison, b 1892, Tobacco works foreman, Clara E b 1894, James W, 30th June 1916, Tobacco worker dispatch, John G, 4th March 1920 Greengrocer assistant, Charles R, 8th November 1921, Tobacco filler.

Ron Harrison joined the RAF between May and November 1940, enlisting at the Uxbridge Recruitment Centre, aged 18.

F/Sgt Harrison was originally buried alongside F/Sgt Naylor in a shared grave as an unknown airman, but upon exhumation in 1946 was identified and re-buried alongside his crew-mates in the Heerstrasse Cemetery plot V row E grave 10.
JP

7. Sgt Frank Arthur Sugden:

Right: Frank Sugden before enlisting. Courtesy of Jane Kitt.


Frank Arthur Sugden was the only son of Edward Victor Sugden and Ethel Maud Mead who married in the first quarter of 1921 in Hackney. The birth of Frank followed in the first quarter of 1922, he was their only child.

Frank Sugden's service number 1385018 was issued from Euston, between August 1940 and December 1941 (1375001-1400000) he likely attested around the time of his nineteenth birthday.

Frank Sugden, 21 and Helen (aka Sheila) Beer, 20 married in the first quarter of 1943. Their son, Antony was born j/a/s 1943.

Without recourse to Sgt Sugden's service record one can only hazard a guess at his experience prior to joining the Clark crew during conversion training. The crew's 625 combat report for 2nd/3rd December states his immediate training history as ' Driffield AGS. No OTU. 1656CU.' RAF Driffield was the home of 1484 (Target Towing + Gunnery) Flight. The unit was formed at the end of October 1941 at Driffield from 4 Group Target Towing Flight as 1484 (TT) Flt and re-designated as 1484 (TT+Gunnery) Flt in the following January, becoming 1484 (Bomber) Gunnery Flight in December 1942. Had Sgt Sugden served in an instructional capacity perhaps?

For Ethel Sugden and Helen, the year 1943 shows the highs and dreadful lows which could be experienced by the families of aircrew. Frank and Helen married in the first quarter of 1943, their son was born in the autumn. Edward Sugden died in late spring, Frank was posted missing at Christmas. Helen's father Percy died in October 1944.

Sgt Frank Sugden's body was recovered and interred in Grave 1, Row 96 of the Friedhof Mittenwalde. Along with the remains of three of his crew mates – Geoff Clark, Arthur Naylor and Ron Harrison he was re-interred in the Berlin Heerstrasse Cemetery – plot V, row E, grave 7.
JP

My father Eric Sugden asked me to try and find out about his two cousins that he lost during the Second World War.......and that is how my search began back in 2017. Sadly my Dad didn't live to see how much we have discovered and the wonderful people we have met along this journey.
Jane Kitt

8. Sgt Graham Howard Uttley:

Left: Sgt Graham Uttley, 18 OTU, 1943. Courtesy of John Proctor.

R/G 18OTU, 1656 Conversion Unit

2206972 issued from Padgate after October 1942

Graham Howard Uttley was the son of Hildred and Phyllis Mabel Uttley (nee Bottomley) from Halifax, Yorkshire. Graham was the middle child of three, born in the second quarter of 1922.

Sgt Graham Uttley joined Sgt Geoffrey Clark's crew at 18 OTU and progressed with his pilot to 1656 Conversion Unit. Sgt Uttley died when a Lancaster's propeller sliced into his turret in a taxiing accident on 14th September 1943. He was 21 years of age.
JP

We are grateful to co-author, Maureen Hicks, for searching out and transcribing this vignette from Russel Margerison’s book:

I believe this might be the piece you're after from 'Boys at War' Chapter 3, page 23:

'... One day a flight would be so thoroughly enjoyable one wanted to do it for ever, the next could be so frightening you never wanted to see another plane.

'LMF could work very unfairly when in fact the man lacked anything but moral fibre. Such was the case at Lindholme one afternoon, when a Lanc taxied into the back of another, whilst on the perimeter track, slicing through the rear turret and stopping a few feet short of the mid-upper turret, which was housed well to the rear of the Lancaster. The nineteen-year-old mid-upper gunner, whom I knew well, sat there petrified, staring speechless at this huge monster, so close to his face, which had just gobbled up his best pal.

'He eventually climbed out, walked slowly over to the flights section ignoring everyone around, threw his helmet on the gunnery leader's table and simply said:

'I shall never climb into an aircraft again.'

'That boy was posted immediately LMF in accordance with the rules of the RAF. The Air Ministry were sticking rigidly to their view that all aircrew were volunteers and knew what they had volunteered to do.' ...

Russell then continues writing about his own crew and Max Dowden.
MH

Some of the details of this vignette do not match those of the accident leading to Sgt Uttley’s death; age and the fact Sgt Sugden had the courage to transition to the rear turret, after what he had witnessed. Apparently this was not a one time occurrence.

BURIAL DETAILS:

  1. F/Sgt Geoffrey Francis Clark is buried in the Berlin 1939-1945 War Cemetery, Germany: 5.E.8.
    His epitaph reads:

    Too good in life
    To be forgotten.
    Loved by mum, dad and Eileen

2. Sgt Ralph Parkinson is commemorated on the Runnymede Memorial: Panel161.

3. Sgt Donald William Walker is commemorated on the Runnymede Memorial: Panel 168.

4. F/Sgt Arthur Edward Naylor is buried in the Berlin 1939-1945 War Cemetery, Germany: 5.E.9.

5. Sgt William Edmund Whitmarsh is commemorated on the Runnymede Memorial: Panel 169.

6. F/Sgt Charles Ronald Harrison is buried in the Berlin 1939-1945 War Cemetery, Germany:
5.E.10.

7. Sgt Frank Arthur Sugden is buried in the Berlin 1939-1945 War Cemetery, Germany: 5.E.7.
His epitaph reads:

Never shall thy memory fade.
Sweet thoughts
Ever linger
Where thou art laid

8. Sgt Graham Howard Uttley is buried in King Cross Methodist Chapelyard: Sec. C. Grave 272. United Kingdom.

Left: Uttley Family Headstone, King Cross Methodist Chapelyard.


DECORATION RECOMMENDATIONS:

1. F/Sgt Geoffrey Francis Clark 1442665: DFM.
2.
Sgt Ralph Parkinson 1682651: DFM.
3.
Sgt Donald William Walker 1323891: DFM.
4.
F/Sgt Arthur Edward Naylor 1504432: DFM.
5.
Sgt William Edmund Whitmarsh 1334488: DFM.
6.
F/Sgt Charles Ronald Harrison 1281951: DFM.
7.
Sgt Frank Arthur Sugden 1385018: DFM.
8.
Sgt Graham Howard Uttley 2206972: DFM.

AUTHOR’S NOTES:

October 1943, was not the opportune time for a bomber crew fresh out of an Operational Training Unit and a brief stint at a Heavy Conversion Unit converting to Lancasters, to be posted to an operational squadron—especially one that existed only on paper merely two weeks prior to their arrival. This was the scenario confronting Sgt Geoffrey Clark and his all-Brit sergeant crew when they arrived at RAF Kelstern.

In order to survive their thirty ops to tour expire, Sgt Clark and his crew would have to run the gauntlet of the most heavily defended German targets, with Berlin, the ‘Big City’ at the top of the list. Constantly on the alert for a night fighter attack and vulnerable to direct flak strike, they were expected to navigate to the target and back to Base, at night, in instrument conditions that often concealed thunderheads, with lightning and icing conditions.

The prolonged interval between Sgt Clark’s second ‘dickey’ trip and the crew’s first solo mission to Leipzig was most unusual. Normally the rookie Skipper and his crew would be sent into the fray with the next Squadron Operation, usually several days to a week at the most, weather permitting. There are several factors that may have resulted in this delay: illness and concerns regarding the crew’s state of combat readiness.

When Sgt Clark’s crew started their tour with the December 2nd Berlin raid they appeared to be up to the task, bombing the target, claiming the probable destruction of an enemy night fighter and landing away from Base. We noted Theo Boiten points out the Germans did not report the loss of any Ju88s from this raid. It is quite possible this inexperienced crew misidentified a Me110 as a Ju88.

This was followed by an uneventful repeat visit to the ‘Big City’ two weeks later. Four days later they were forced to abort the Frankfurt mission due to a gunners' oxygen supply problem. This would not have counted as an op.

On December 23, 1943, they took off from Kelstern, in Lancaster LM421 (not DV392), detailed to attack Berlin, and failed to return. This would have been Sgt Clark and Sugden's fourth op, Sgt Naylor's fifth and third for the remainder of the crew.

Unfortunately, the loss of Sgt Clark and his crew would be the Squadron’s final loss for 1943—on Christmas eve. It was only the beginning. The Squadron would lose eight aircraft in the last two and a half months of the year, fifty-four in 1944, including six triple and one quadruple loss raids, and finally twelve losses in the first four months of 1945—before it was all over.

It is ironic LM421 and Sgt Clark’s crew were the first and last victims to fall to Lt. Fenk before he was KIA just over a month later.

The poignant eyewitness account of Herbert Siecke provides insight and understanding of the risks involved when a young man volunteered to enlist for aircrew. With a posting to Bomber Command it soon became apparent his chance of returning to his family was a grim 30%. For the majority of the others, their fate would similar to that of Sgt Geoffrey Clark and his crew—sudden and traumatic, involving the entire crew.

The sequence of events related in Hebert’s account describes how quickly this can occur. One can only imagine the intercom transmissions and flight of thoughts as they plunged out of control, in flames, four miles above mother earth:

To think I volunteered for this.

No chance to say goodbye to lover, family and friends.

My life snuffed out in the prime—So many plans and aspirations.

Time to pray, religious or not…

At this phase of the war the cat and mouse game of night fighter versus bomber was escalating with each side attempting of gain the advantage. This was evident in the progress of aircraft design and performance, weapon systems, electronic technology, raid planning and interception strategies.

This raid exemplifies the importance of strategic deception utilizing diversionary and spoof raids in mine laying and marking alternate ‘targets’ by Mossies. The intent was to lure enemy night fighters away from the target to allow the bombers to attack without distraction and be well on the homeward leg—as the fighters ran out of time and fuel.

BLACK THURSDAY: December 16/17, 1943.

Sgt Clark and his crew were one of seventeen crews on the Battle Order detailed to attack Berlin with a force of 483 Lancasters and 10 Mosquitoes. 25 Lancasters, 5.2 per cent of the Lancaster force, were lost. Many further aircraft were lost on returning to England.

Of the seventeen Squadron aircraft, four returned to Base early due to mechanical difficulties before the weather closed in. The majority of those returning had to land away at Blyton (5) and Ludford Magna (2). Three managed to land back at Base: P/O Kroemer in ED938, uneventful; F/L Day in DV278, …landing hazardous owing to low cloud at Base on return, and Sgt Clark in LM421, …tricky landing

W/O Ellis’s post op debriefing glosses over his arrival back at Base, … A very good trip and showed signs of becoming a good attack…Reality is in the ORB Summary for this raid…Aircraft J/625, W4993, captain and pilot W/O Ellis overshot at Base, turned low and slow, hit ground with inner wing and belly landed without injury to the crew. W4993, following repairs, was transferred to Bombing Development Unit, 9-44. No. 5 MU. Scrapped, 24.3.47.

This was a costly raid for the Squadron with LM424, W/O Baker and crew failing to return. Bomb aimer, Sgt W.H. Pallet, was the sole survivor becoming a POW. Rear gunner, F/L W.D. Crimmins DFC RCAF, was the Squadron Gunnery Leader. Details here.

The photo of LM424’s crash site in this link epitomizes the fate of the majority of Bomber Command crew who ‘failed to return’. Note the mighty Merlin in the foreground of the photo in the German article.

The appalling weather at Kelstern confronted returning, battle fatigued Skippers with the difficult decision of attempting a non-precision approach in below minimum limits: overcast at 500 feet AGL and limited visibility, or diverting to an alternate airdrome. Remarkably, three managed to pull off successful landings, including a relatively green Skipper, Sgt Clark and his second ‘dickey’ mentor, F/L Day. Fortunately, W/O Ellis managed to pull the rabbit out of the hat, by converting certain disaster with the split second decision and pulling off a miraculous forced landing. An attempt to recover and execute a missed approach would most likely have resulted in a cartwheeling inferno with the loss of the entire crew—admirable airmanship and incredible reflexes, with a tincture of luck!

However, the Squadron’s second loss from this raid demonstrated the hazard of persisting to attempt an approach and landing in conditions below instrument limits for a non-precision approach–controlled flight into terrain (CFIT). 2nd Lt G.E. Woolley (USAAF) and his crew would come to grief, crashing at Gayton le Wold, one mile from the airfield. Flight engineer, S.A. Taylor, and bomb aimer, Sgt S.G. Draycott, would die from multiple injuries and burns, with the remainder of the crew sustaining injuries requiring hospitalization. Sgt G.A. Richards, rear gunner, suffered severe injuries including a compound skull fracture, was placed on the dangerously ill list—and survived.
This Lanc and her crew would not be included in future Squadron Battle Orders.

The Squadron’s losses from the December 16/17, 1943, Berlin raid mirrored the experience of other Bomber Command squadrons participating in it.

It is understandable how this raid acquired the nickname, Black Thursday. An extract from the summary of this raid by Martin Middlebrook in The Bomber Command Diaries exposes the grim reality of the losses due to a predictable meteorological phenomenon—fog.

…On their return to England, many of the bombers encountered very low cloud at their bases. The squadrons of 1, 6, and 8 Groups were particularly affected. 29 Lancasters (and a Stirling from the minelaying operation) either crashed or were abandoned when their crews parachuted. The group with the heaviest losses was 1 Group with 13 aircraft lost; the squadron with the heaviest losses was 97 Squadron, 8 Group, with seven aircraft lost. There is a little confusion in Bomber Command records over aircrew casualties but it is probable that 148 men were killed in the crashes, 39 were injured and 6 presumed lost in the sea.

It is noteworthy that more aircraft were lost on this raid attempting to land back over England than to the night fighters and flak over Occupied Europe. To the best of our knowledge this is the first and only Bomber Command raid in which the losses over England exceeded those lost during the other legs of a raid (exception noted below). For propaganda purposes and aircrew morale, the raid losses did not include those lost over home soil. What the bomber crews and citizens did not know would not hurt them. The truth could have resulted in plummeting morale and an epidemic of lack of moral fibre (LMF) cases.

Fortunately, in 1942 Prime Minister Winston Churchill ordered the Petroleum Warfare Department to research and develop the fog, intense, dispersal, of (FIDO) technology to overcome this hazard, allowing all-weather operations. This resulted in the UK installing FIDO installations at fifteen, mainly bomber bases.

Between 1943 and 1945 2,500 aircraft landed with the aid of FIDO, saving the lives of 10,000 airmen. This development by enabling all-weather operations was a significant factor in shortening the war.

However, it would come with a cost. The price of clearing fog from a restricted landing strip was burning petrol at the rate of 100,000 gallons (456,000 litres) per hour, to heat the air up to 200 feet AGL, above the dew point to disperse the fog.

It is impossible to imagine the stress on the bomber pilot confronted with the challenge of landing a four engine bomber, under similar conditions of a pilot landing on the deck of an aircraft carrier at night–without the benefit of land and day practice to hone his skills, not to mention there was no stabilized approach to allow him to assimilate and adjust to the runway environment. One kick at the cat and there was no arrester hook to prevent an overshoot into the void beyond. Add to this stress factors including, fatigue, risk of fuel starvation, wounded on board and one or more engines feathered, and you have the picture.

S/L Peter Russell recounts his experience with FIDO early in his second tour of ops with 625 Squadron. This occurred on the return leg during the December 21/22, 1944, triple pronged raid on Pölitz, Cologne/Nippes and Bonn. The Squadron detailed 24 aircraft to attack railway areas in Bonn. PD375, F/L Spooner and crew would return early to Base due to an ill wireless operator. The rest would reach and bomb the target but none would return to Kelstern the next morning. Nine would land at Fiskerton and four at Ludford, both Fido equipped, and ten at Hemswell, not equipped.

During the pre-raid met briefing the officer telegraphed the attack should be cancelled due to adverse weather. It was not and bombing through overcast missed the target altogether. On the return journey the met forecaster’s predictions became reality. Crossing the south coast of England, the wireless operator received instructions to divert to FIDO equipped Sturgate, not Hemswell as noted in the ORB.

FIDO. Artist’s Perception, Alan Sorrell. Courtesy of IWM.

It soon became apparent the reason for the division was dense fog enveloping the English countryside. At a distance RAF Sturgate appeared as an orange glow, that on closer inspection appeared to bubble and lift.

With the current barometric pressure to reset his altimeter, S/L Russell began his descent at the downwind end of the orange rectangle. In short order he transitioned from a clear starlight night into all encompassing mist. Precise instrument flying towards an apparent setting sun was critical, with no room for error.

Suddenly, the colour brightened and it was like flying indoors, or in a vaulted cavern, with walls of flame and a smoke roof. With the runway stretched out ahead he was able to adjust to the visual cues and land with gentle breaking to prevent a swing off the runway. As they slowed to taxi speed he became aware of the extraordinary roar of the flames, overwhelming his ‘windmilling’ Merlins.

Left: FIDO. Pilot’s visual cues on instrument breakout. Courtesy of RAF Museum website.

It is remarkable F/L Day and Sgt Clark were able to carry out a similar pre-FIDO landing with inexperienced Sgt Clark referring to it as a “tricky landing”—testimony to his potential as a successful bomber Skipper.

S/L Russell noted there were two conditions they received little or no information on, and no training flights; landing with a full bomb load and FIDO landings. For these situations the pilot was in the lofty halls of test flying—with their and the crew’s lives on the line.



FIDO. RAF Graveley, May 1945. Courtesy IWM.

FIDO. Sultza pumps at RAF Graveley. Courtesy of Wikipedia.

It is significant the bomber losses from this December 21/22, 1944 raid were dramatically reduced to 3 aircraft, 0.6 per cent, of the 542 sorties for the total effort. These figures did not include an additional 5 aircraft that crashed in England. Compared with the loss rate of 5.2 percent from the December 23/24, 1943 raid, this is a marked improvement with FIDO as a major contributing factor. Additionally, German defences never had similar all-weather capability. At this stage of the war they simply did not have petrol to spare.

It is noteworthy the losses of RAF aircraft from these two December raids, a year apart, over English soil exceeded those over Occupied Europe. However, thanks to FIDO total losses were significantly reduced.

The introduction of this technology, provided to all RAF wheel-equipped aircraft the capability of taking off and landing in all-weather conditions, with limits comparable to those of today’s precision landing with Instrument Landing Systems (ILS) and Ground Control Approaches (GCA), with ground precision radar. FIDO provided conditions of a ceiling of 200 feet and nearly a mile visibility! This technological advance provided the Allied pilots with the luxury and safety valve the Germans would never equal. It is impossible to predict the impact FIDO would have on shortening the war but is estimated to have saved the lives of 10,000 airmen.

Two additional meteorological conditions existed creating a hazard for bomber crews, especially during night ops: cumulonimbus clouds (CBs) and freezing rain, both invisible to crews in the dark. CBs posed the threat of lightning, severe turbulence and airframe icing. These could result in electrical failures, fires, structural failure and uncontrolled descent. Freezing rain could result in sudden buildup of airframe ice leading to loss of control and inflight breakup.

During the March 5/6 1945, Chemnitz raid nine aircraft of 6 Group crashed shortly after taking off in icing conditions. It is not surprising seven of these aircraft were Halifax’s with less power reserve and structural integrity than the Lanc. Seven of these aircraft got into difficulty shortly after takeoff at maximum gross weight of fuel and bomb load. The sudden buildup of airframe ice resulted in abrupt stalls, spins and on several occasions structural failure and breakup. All occurred at low altitude without time to recover from the unusual attitudes.
Only nine airmen would survive to tell the tale—not surprising, no pilots included.
For further information, JB122- Addendum: Airframe Icing. Further details here.

It is noteworthy the December 23/24, 1943, raid to the most heavily defended target in the Reich, was led by the Station Commander, G/C Donken OBE. One can only imagine the moral boost as this news spread amongst the Squadron crews, especially F/L Douetil and his crew to have the Station C.O. as their second ‘dickey’ pilot.

One has to keep in mind the role of the Station Commanding Officer was to administer the daily tasks of the Base, on the ground. This flight displayed his remarkable courage and leadership at a critical time in the Squadron’s history. We will never know if this act reached the higher RAF echelons. If so there would have been a shudder of horror at the prospects of him becoming a POW! See Note below.

We have the following information on G/C Donkin and would welcome more details and photos via the Aircrew Remembered HELP DESK.

DONKIN, Reginald Hawtrey: 21.06.1905 Brentford, Middlesex to 13.03.1963 Hill Head, Fareham, Hampshire.

P/O 22.01.1926 (22155)
S/Ldr 01.04.1937
W/Cdr 01.10.1941 (rtd 29.11.1952; retaining rank of Gp. Capt.)
(T) Gp.Capt. 01.03.1942

OBE

To the best of our knowledge G/C Donkin was the Station Commander at RAF Kelstern from its opening on October 1, 1943, until its official closure on September 30, 1945, at 00.01 hrs. 625 Squadron was disbanded with effect from October 7, 1945.

NOTE: AIR MARSHAL SIR JOHN WHITLEY

In April 1943, G/C Whitley was the Station Commander of RAF Linton-on-Ouse. On the night of April 10th he was flying as second pilot of a No. 76 Squadfon Halifax when it was attacked by a Me110 night fighter setting the fuel tanks on fire.

Despite a parachute pack half-attached to his harness he was able to successfully bale out, landing at Hirson, on the Franco-Belgian border. With the aid of the French Underground he was able to evade capture, travelling by rail and bicycle, and then with the guidance of Florentino Goicoechea crossed the Pyrenees into Spain. On May 24th he departed Gibraltar in a RAF Dakota for home. One can only imagine the probing debriefing by his seniors on return.

He was awarded the AFC in 1937, DSO in 1943, Bar to AFC in 1957 and appointed KBE the same year. He was appointed CBE in 1945 and CB in 1946.

Sir John Whitley died on December 26, 1997

REFERENCES:

John Proctor Collection and Website
Whitmarsh, Harrison and Kitt Family Collections
625 Squadron ORB
Bomber Command War Diaries by Martin Middleton and Chris Everitt
Nachgtjagd War Diaries: Volume One
Royal Air Force Museum website
Flying in Defiance of the Reich by Squadron Leader Peter Russell DFC, pages 138-41, FIDO
Book of Airmen’s Obituaries: The Airman, pages 273-75, by Edward Bishop

CO-AUTHORS:

John Naylor
Maureen Hicks
Mike Evans

Submission by John Proctor, Paul and Richard Whitmarsh, Ray Harrison, Jane Kitt, Steven and Roger Blum and Jack Albrecht.



JA 08-12-2024

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Acknowledgements
Sources used by us in compiling Archive Reports include: Bill Chorley - 'Bomber Command Losses Vols. 1-9, plus ongoing revisions', Dr. Theo E.W. Boiten and Mr. Roderick J. Mackenzie - 'Nightfighter War Diaries Vols. 1 and 2', Martin Middlebrook and Chris Everitt - 'Bomber Command War Diaries', Commonwealth War Graves Commission, Tom Kracker - Kracker Luftwaffe Archives, Michel Beckers, Major Fred Paradie (RCAF) and Captain François Dutil (RCAF) - Paradie Archive (on this site), Jean Schadskaje, Major Jack O'Connor USAF (Retd.), Robert Gretzyngier, Wojtek Matusiak, Waldemar Wójcik and Józef Zieliński - 'Ku Czci Połeglyçh Lotnikow 1939-1945', Andrew Mielnik: Archiwum - Polish Air Force Archive (on this site), Anna Krzystek, Tadeusz Krzystek - 'Polskie Siły Powietrzne w Wielkiej Brytanii', Franek Grabowski, Polish graves: https://niebieskaeskadra.pl/, PoW Museum Żagań, Norman L.R. Franks 'Fighter Command Losses', Stan D. Bishop, John A. Hey MBE, Gerrie Franken and Maco Cillessen - Losses of the US 8th and 9th Air Forces, Vols 1-6, Dr. Theo E.W. Boiton - Nachtjagd Combat Archives, Vols 1-13. Aircrew Remembered Databases and our own archives. We are grateful for the support and encouragement of CWGC, UK Imperial War Museum, Australian War Memorial, Australian National Archives, New Zealand National Archives, UK National Archives and Fold3 and countless dedicated friends and researchers across the world.
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