Operation: Anti-submarine patrol

Date: 15/16th September 1942 (Tuesday/Wednesday)

Unit: 502 Squadron (Coastal Command) - Motto: Nihil Timeo ( I fear nothing)

Squadron Badge: A red hand erased. The red hand is taken from the arms of Ulster, 502 being the Ulster Auxiliary Squadron. The hand is erased though, instead of couped

Type: Whitley V

Serial: Z9365

Code: YG-A

Base: RAF St. Eval, Cornwall

Location: Bay of Biscay

1st Pilot: P/O. Alan Edward Coates M.i.D. NZ/40643 RNZAF Age 31 - Missing believed killed (1)

2nd Pilot: Sgt. Alexander Bridges Coburn NZ/414594 RNZAF Age 27 - Missing believed killed (2)

Obs: Fl/Sgt. Herbert Arthur (Bert) Roberts 1164473 RAFVR Age 20 - Missing believed killed (3)

W/Op/Air/Gnr: Fl/Sgt. William Harvey R/92554 RCAF Age 25 - Missing believed killed (4)

W/Op/Air/Gnr: Sgt. John Reuben Ellam 1112387 RAFVR Age 26 - Missing believed killed (5)

W/Op/Air/Gnr: Sgt. Thomas James (Jim) Edwards 918604 RAFVR - PoW No. 27199 Camp: Stalag Lamsdorf - 344 (6)

In October 2024 Aircrew Remembered was contacted by Stuart Gillam, the grandson of the sole survivor Jim Edwards. Stuart informed us that he had recently discovered and documented a war diary kept by his Grandpa, which includes his account of what ensued after Whitley Z9365 was shot down and his time as a POW. Written shortly after the event it is a more detailed and accurate version of events than his repatriation statement of 1945. Stuart later posted his transcription of the diary and many other details of his Grandpa including numerous photographs on the Prisoners of War website. To read the full transcript of the diary and other details see https://www.prisonersofwarmuseum.com/thomas-james-...

On behalf of Aircrew Remembered, Roy Wilcock would like to thank Stuart for kindly granting permission for us to include numerous extracts from the diary as well as photographs and other personal details of the life of his Grandpa, Jim Edwards.

With thanks also to our Canadian friend and colleague Dave Champion for additional information about this loss and concerning Fl/Sgt William Harvey RCAF.

INTRODUCTION

Sgt. Alan Edward Coates, was posted to 502 Squadron at RAF Limavady, County Londonderry, Northern Ireland from 3 (Coastal) Operations Training Unit at RAF Chivenor in Devon on 10 May 1941. The former Dairy Machine Fitter from Auckland, New Zealand, was now a pilot and aged 29 was a fair bit older than the average.

Being a mere NCO, his arrival did not merit an entry in the Squadron Operations Record Book, this distinction being reserved solely for the officer class.

As a new boy, he was to take the role of 2nd pilot to an experienced captain until he was deemed ready to become a captain himself. His first operation, on 4 June, was with the crew of F/O. Sloane and with whom he was to fly a further 3 operations that month including a U-Boat hunt and escort to Force LF.

He flew no more ops until August when he flew 7 times as 2nd pilot to F/O. Dickson on anti-submarine (a/s) sweeps, escorts and a search for a missing Liberator.

With F/O. Dickson being posted away from 502, it was 31 October before Alan next flew on ops and then as 2nd pilot to P/O. William Walter Cave.

In November he flew another 4 a/s sweeps with P/O. Cave. On each occasion, the crew included Sgt. Thomas James Edwards who was to play a significant part in Alan Coates' future.

At the end of November the crew were one of 10 that left for RAF Chivenor in Devon. After the move, Sgt. Edwards, for reasons unknown, was no longer a member of the crew.

From Chivenor the crew flew 3 a/s sweeps before moving to St Eval in Cornwall on 11 December from where 2 more a/s sweeps were flown and a tanker search conducted.

On 29 January the Cave crew flew its first op of the new year, a stopper patrol.

From the beginning of February 1942 the Whitley Mark Vs operated by 502 Squadron were replaced with Mark VIIs, the variant having been developed for service with RAF Coastal Command. Equipped with Air to Surface Vessel (ASV) Mk. II radar for anti-shipping patrols with an additional four 'stickleback' dorsal radar masts and other antennae, an additional sixth crew member was required to operate the ASV. The Mark VII, of which 146 were built, was specifically equipped for maritime reconnaissance rather than a general purpose bomber and had additional fuel tanks fitted in the bomb bay and fuselage, for long endurance missions. However, being heavier, the Mark could not maintain altitude on one engine.

A search on 4 February and an a/s on the 8th concluded Alan's time with the Cave crew. He had also flown his final op as a 2nd pilot and on 24 March 1942 he flew his first as Captain of crew. It was a night a/s patrol in the Bay of Biscay and Alan proved to be more than up to the job in a way that he probably least expected. The Squadron ORB includes the following report of the incident:

'While on an operational flight on the night of 24/25 [March], aircraft E/502 was fired on by an enemy vessel, and the second burst hit the aircraft just forward of the pilot's seat. Sgt. Luxton W.H. (Aus400133), the 2nd pilot, who was at the controls, was wounded in three places in the right leg, and the hydraulic system was damaged. The Captain of this aircraft, Sgt, Coates A.E. (NZ40643) took over the controls and flew the aircraft back to base. The undercarriage and flaps were unserviceable, but Sgt. Coates made a crash landing with wheels up in the darkness with great skill, and no other members of the crew were injured.'

One of the wireless operators of the crew on this operation was Sgt. Herbert Arthur Roberts age 20 and from Leicester. Henceforth he became the Observer and remained an ever present member of the Coates crew, the only person able to claim the distinction.

The next op, on 29 March, was a search for Motor Launches followed on 2 April by an a/s sweep. One of the wireless operators was replaced on this op by Sgt. Thomas James Edwards, who had previously flown briefly with Alan at Limavady. Jim Edwards henceforth flew every op bar one (25 August) with the Coates crew. Jim, 26, was from Southampton and married to Gwen who often joined him in Cornwall when he was on leave. It was about this time that Alan Coates married Elsie Duckham and in due course Gwen became acquainted with the couple.

The crew took part in a/s sweeps on 3 and 14 April but flew no further ops that month. On 1 May Alan Coates was commissioned as a Pilot Officer but flew no ops until 31 May when Sgt. John Reuben Ellam joined the crew as a replacement wireless operator/air gunner and from then onwards became another ever present. John Ellam was a proud Yorkshireman from the village of Grange Moor near Huddersfield in the West Riding, and in peacetime had been a Tailor.

Further a/s patrols and the odd anti-shipping patrol followed on 5, 13, 21 June, 23, 25, 28, 31 July, 8, 12 and 25 August bringing the total number of ops flown by the Coates crew to 16. A wireless operator/air gunner who deserves acknowledgement was P/O. A. Cowley who flew 14 of the 15 ops flown between 24 March and 12 August.

As second pilots were constantly changing as each in turn became experienced and deemed ready to captain their own crews are nor recorded here until 25 August when the position of second pilot was taken by another New Zealander, Sgt. Alexander Bridges Coburn. Married to Veronica he was 27, and had been a Credit Manager prior to joining the air force.

As replacement for P/O. Cowley, 25 year old Canadian wireless operator/air gunner, Fl/Sgt. William Harvey joined the crew for an operation on 31 August. Born in Scotland his family had immigrated to Canada when he was 5 years old.

Taking off at 0701 the crew was detailed to carry out an anti-submarine sweep in the Bay of Biscay. On return Alan Coates made the following report

'Carried out patrol. Several tunnymen sighted and leaflets were dropped on them'

Amazingly, Jim Edwards retained one of the leaflets which is pictured below together with an English translation.

Translation - left hand page.

HEAD FOR ENGLAND

Those who set sail will be protected along the way by the RAF!

Spread the word to others - to all your comrades at sea!

Breton fishermen in England are eagerly awaiting your arrival. In the meantime, your friends from the Royal Navy and RAF greet you.

Translation - right hand page.

TO FRENCH FISHERMEN

The German submarines must be sunk. The outcome of the Battle of the Atlantic depends on it.

These submarines are making increasing use of your western ports. They are crossing your fishing grounds and even using some of your boats for military purposes.

We have already warned you that your presence offshore is interfering with our naval and air operations against the enemy. We have repeatedly warned you that any boat leaving coastal waters does so at its own risk.

We are telling you once again that from September 1st onwards, any boat leaving the limits already announced runs the positive risk of being attacked.

We know how difficult it is for you to comply with these requirements, but we are firmly resolved to continue and intensify our attacks against submarines and thus hasten the day of our common victory.

We are therefore obliged to stop you fishing in your usual fishing grounds.

We know for certain that the Germans for their part will try to force you out to sea, when they see fit, in order to complicate our relentless hunt for enemy submarines by your presence.

They will not hesitate to sacrifice you - and your boats - when they are no longer able to use you for their own ends.

Don't wait any longer!

We are offering you an alternative that will allow you to live and fish in complete safety.

Come and join your Breton comrades in our fishing ports.

You'll find here what you need most in France .... very good fishing conditions, good food, good clothing, first-class fishing gear and...freedom.

If you come and join them, we have the means to get news of you to your people in France, without risk of compromising them.

The crew, that now comprised Alan Coates, Alexander Coburn, Bert Roberts, William Harvey, John Ellam and Jim Edwards flew three more ops on 2 and 7 September (a/s sweeps) and 9 September (anti-shipping strike), bringing Alan's total as captain of crew to 20. Number 21 was to follow 6 days later.

THE FATAL MISSION

On 15 September the crew was detailed for an anti-submarine patrol in the Bay of Biscay. Flying Whitley Z9365 YG-A they took off at 13.05 but nothing further was heard of the aircraft or crew after leaving RAF St Eval.

On 16 September 1942 letters were sent by the Commanding Officer of 502 Squadron, Wing Commander J.G. Halley to the next of kin of the crew, informing them that their loved ones were missing from an operational flight and included the following details:

'His aircraft was on a U-boat patrol in the Atlantic and failed to return although we have no word of their being in any difficulty. Many aircraft have been out today searching over the same area without result, and though there is a slender chance of their being recovered from a dingy, I very much fear they were shot down.'

And in a letter of 22 October 1942 to the mother of Sgt. William Harvey, the RCAF Casualties Officer added the following:

'A Sunderland Flying Boat airborne at 4 a.m. on 16 September, covered the same patrol as your son's aircraft but returned without sighting either crew or aircraft.'

On 23 October, after five long worry-filled weeks, Gwen Edwards received a telegram informing her that her husband Jim, had been captured and was a prisoner of war. She had also recently learned that she was expecting their first child.

Whitley Z9365 was attacked by Fw. Henry Passier of 13/KG -40 who was himself wounded in combat a couple of days later on 17 September 1942 when his aircraft was shot down by an enemy destroyer, one other crew member was killed, the others being rescued from the sea.

Jim's diary begins with this account of the crash and the demise of his fellow crew members:

'15 Sept 1942

Shot down in Atlantic at 16:00 hours by two JU 88’s. We were flying Whitley ‘A’. Crew:- P/O Coates, Sgt Coburn, both NZ, Sgt B.Roberts Obs., Myself, Sgt J.Ellam. Sgt. Harvey. Aircraft broke in two on impact with the sea and the big dinghy was lost. We all got out OK, but Sgt.

Coburn and Sgt. Harvey could not swim, so drifted away from us.

After a while swimming about I discovered a single dinghy floating, still packed. Inflated same, and climbed aboard. The skipper, P/O Coates was wounded in the head and left shoulder, and was bleeding badly. I dragged him into the dinghy length ways. The Obs, Sgt. Roberts had evidently struck his head on the astro dome when we crashed, he had a large bump on his fore-head. He lay more or less on the top of skipper. The rear gunner Sgt Ellam was half submerged in the water.

We all tried to get more comfortable and were tipped into the water again, but eventually regained our position.

The skipper was in great pain, but nothing could be done owing to no medical kit. The rear-gunner had his emergency rations on him, so that afforded us some [Horlicks?] tablets, choc [olate] and a dry box of matches. Our smokes were ruined.

We spotted a Tunny fishing boat about three miles away, but it only got near us by a mile, and finally disappeared. We tried to signal with a metal mirror, meanwhile the 88’s were flying around at about 100 ft. They disappeared after a while. The rest of the day was agony, my pals were dying, and I couldn’t do a thing except try and cheer them up. We had no water.

Notes. Aircraft broke in two when we hit the sea. Did not discover paddles of dingy.'

[The aircraft was shot down approximately 150 miles off Brest according to Jim's repatriation statement of 3 May 1945]

'16th Sept 1942

Alan, the skipper, died from wounds and exposure early this morning. The rear gunner [John Ellam] died from exposure about mid-day his last words were “Jimmy, are you happy in your work”. The observer died about tea time, and I was alone about this time, the fishing boat was in view about three miles away so I bailed out, and paddled towards them best I could, but in vain.

Night came on and I lay back to rest. About midnight or there about (I had no watch) I roused up and looked around. Why I did it is way beyond me, it was very dark and all seemed helpless. I was still OK, though cold and hungry. To my surprise as though God had heard my prayer the fishing boat, though very dim, was drifting about a quarter mile away (approx). I paddled towards it, blowing my whistle, was heard and eventually picked up, my legs were powerless.

17th Sept

Had my legs massaged by the captain and felt better. No other effects only a boil on R.H [Right hand]. Plenty of fish to eat, boiled, stewed and fried with potatoes. Was treated very well by the crew, shared their tobacco with them. I then had my first feed of Tunny fisherman stew also and my first taste of red wine. The latter I couldn’t stomach at all.

About a fortnight was spent on the boat, I lost all account of time. The bread ran out so had to tackle [ships?] biscuits made tasty with dried onions called “Eye”. Finally we docked at Port-Louis on the west coast of France, and handed over to the German officers (Navy).'

Jim never forgot the fishermen who had saved his life and kept in touch with them after the war

JIM BECOMES A GUEST OF THE THIRD REICH

In accordance with the German practice of each branch of the military being responsible for the POWs of equivalent branches, Jim was handed over to the Luftwaffe and the same night transported to Dulag Luft at Frankfurt where, apart from periods of interrogation, he spent the next 8 days in solitary confinement. He was then moved to the main camp where he was allowed to send letters and cards home and where conditions were a vast improvement on his treatment whilst in solitary.

On 15 October he and 60 others entrained under guard for Stalag VIII-B at Lamsdorf (now Łambinowice, in south-west Poland). They each received two days rations for the 500 mile journey which in the event took four days. Once incarcerated at Stalag VIII-B, Jim became henceforth, prisoner number 27199.

The diary continues with details of conditions at the camp and this assessment 'The place to my estimation is quite good, that is of course under the handicap we have.'

But then the caveat

'Incidentally, we are tied up from eight o’clock till eleven, and from twelve till nine in the evening every day.'

Later, the string and rope used for tying was replaced by handcuffs and later still by chains, and the times during which prisoners were forcibly restrained were also varied.

Background to the hand tying/shackling.

On 19th August 1942, during the raid on Dieppe, orders were for the Canadian forces but not the Commandos participating in the raid, to ‘bind prisoners’.

During the raid, five prisoners were taken and to minimise the task of guarding the captives, the commandos tied the prisoners’ hands. One prisoner allegedly started shouting to alert those in a hotel, and was shot dead. Then, on the way to the beach, when three prisoners made a break, two are believed to have to have been shot and one was stabbed whilst the fourth was conveyed safely back to England.

German forces claimed that bodies of shot German prisoners were found after the battle with their hands tied.

Subsequently, on 8 October, Berlin announced that 1,376 Allied prisoners (mainly Canadians from Dieppe) would henceforth be shackled. (The actual number varies in different accounts, and it is said that initially 1,500 POWs at Lamsdorf alone, without counting those at other camps, were shacked at this time). The Canadians responded with a similar shackling of German prisoners in Canada.

This tit-for-tat shackling continued until the Swiss achieved an agreement with the Canadians on December 12 1942, to desist. The Germans however only agreed to discontinue the shackling much later and only then after having received further assurances from the British.

For the full story see https://www.prisonersofwarmuseum.com/dieppe-raid/

As Stuart Gillam discovered, the diary contains significant gaps, and although Jim's pen broke at one point, Stuart believes it more likely he grew tired of documenting the monotonous aspects of daily life as a PoW. On 3 December 1942 Jim records that he had joined a choir and later a theatre group, so perhaps he also became preoccupied with those activities. In 1943 diary entries begin to record more about the various theatre production in which he took part, some of them playing female roles but from 4 March until 6 May there are no entries at all.

On 6 May 1943 Jim writes 'March 21st Garry was born on March 21 [Jim and Gwen's first child] The news arrived in just over a fortnight, ad it was a great relief to know of grand news,'

The next entry was not until 4 September 1943 and records that:

'Things have changed today. The chains were taken away.'

In November 1943 Stalag VIII-B was renamed Stalag 344. It is perhaps relevant therefore, that the first photograph above is marked Stalag VIIIB on the reverse whilst the other two are marked Stalag 344, thus probably dating them as pre November 1943 and post November 1943 respectively.

There were no further entries for 1943 but having received a Christmas gift of a new notebook from a fellow PoW, the diary resumes on 1 January 1944 but ends completely on 14 September 1944. The following are some of the entries of note during that period

21 March 1944 Garry's first birthday.'

5 May 1944 'It appears that at last I am a "Chiefie" [Flight Sergeant].'

6 June 1944 'Second front started early hours at approx Le Havre and Cherbourg.'

14 September 1944 (last entry) 'Boys flew over the camp in forts and dibs, it was a grand sight. Approx 132.'

In January 1945, as the Soviet armies advanced into Germany, all prisoners capable of walking were marched westward in groups of 200 to 300 in the so-called Death March or Long March. Deaths resulted from the bitter cold and exhaustion.

Those that encountered western allies were liberated immediately but as detachments of the Red Army entered Stalag 344 on 18 March 1945 those who had remained behind became virtual hostages, many of whom were held for several more months and only repatriated towards the end of 1945 through Odessa on the Black Sea.

It seems certain that Jim was one of those on the march since he was safe in the UK by 10 April, this evidenced by his telegram to Gwen announcing his arrival.

By the time Jim completed his liberation questionnaire on 3 May 1945 he held the rank of Warrant Officer. The date of his promotion however is unknown.

Although Jim was safe, he was not out of the woods. The deprivations of more than two and half years as a prisoner of war had taken their toll and Jim was hospitalised for quite some time before he was able to contemplate a return to something like a normal life.

Jim and Gwen together with Gwen's sister and her husband later took over the Stubbs Newsagency which they ran until retirement in 1985.

BIOGRAPHICAL DETAILS OF THE CREW

(1) P/O. Alan Edward Coates M.i.D. was born at St Heliers, Auckland, New Zealand on 15 December 1911 the son of Thomas Joseph Coates and Edith Agnes Maud(e) Coates nee Brookfield. He had five siblings: Grahame Drakeford Coates (1907-1989), Thomas Ivon Gregory Coates (1910-1989, Edith Betty Coates (1915-2011), Guyon Thomas Coates (1918-1920) and Joseph Leonard Coates (1918-2005)

He was educated at Auckland Grammar School and after leaving school became a Dairy Machine Fitter.

Alan Coates was provisionally accepted for RAF SSComm (Southern Sector Communication Flight) mid-1939 but after the scheme lapsed on outbreak of war he enlisted in the Royal New Zealand Air Force. He commenced pilot training at RNZAF Levin Ground Training School on 13 February 1940. After further training at 2 Elementary Flying Training School at Bell Block, New Plymouth and 2 Flight Training School at Woodbourne he was awarded his Flying Badge on 2 August 1940 and on 21 September promoted to Sergeant.

On 6 October 1940 he embarked on board the 'Mataros' at Wellington for the UK and after a short spell at No. 1 Depot was posted to 2 School of General Reconnaissance at RAF Cranage in Cheshire on 14 December and on 8 March 1941 to 3 (Coastal) Operations Training Unit at RAF Chivenor in Devon and posted to 502 Squadron at RAF Limavady, County Londonderry, Northern Ireland, on 10 May 1941.

He was promoted to Flight Sergeant on 1 September 1941 and to Warrant Officer on 1 April 1942.

He was commissioned as a Pilot Officer on probation (emergency) on 1 May 1942

In 1942 he married Elsie May Duckham at Redruth Cornwall: their son Alan P. Coates was born the following year.

In the London Gazette of 1 January 1943 it was promulgated that P/O. Alan Edward Coates had been Mentioned in Dispatches.

Details courtesy https://www.aucklandmuseum.com/

(2) Sgt. Alexander Bridges Coburn (Cockburn) was born on 26 July 1915 at Hairini, Tauranga, Bay of Plenty, New Zealand the son of George B. Cockburn and Elspeth Cockburn later of Mount Albert, Auckland. Alexander Cockburn chose to use the variant of his surname i.e. Coburn, during his service in the RNZAF.

He was educated at Otorohanga District High School and gained his Accountancy Preliminary, later attending evening classes at the Seddon Memorial Technical College in Auckland. At the time of enlisting in December 1940 he had passed seven of the subjects required for his Accountancy Professional.

Sporting interests were football, cricket, rowing, swimming and tennis and whilst at school he was captain of the 1st XV and 1st XI.

After leaving school he became Credit Manager for George Court and Sons Ltd, Departmental Store in Auckland.

In June 1939 he married Veronica Sheahan.

He enlisted in the RNZAF on 17 August 1941 and after training at Initial Training Wing at RNZAF Levin, 4 Elementary Flying Training School at RNZAF Whenuapai

3 Flying Training School at RNZAF Ohakea, where he trained on Oxford aircraft, he was awarded his Flying Badge, on 20 December 1941 and a month later was promoted to Sergeant.

On 22 February 1942, he embarked for the UK and disembarked on 14 April. He was later posted to 15 Advanced Flying Unit, at RAF Leconfield in the East Riding of Yorkshire and on 7 July to No. 3 (Coastal) Operational Training Unit at RAF Cranwell, Lincolnshire where he flew Whitley aircraft. The following month he was posted to No. 502 Squadron, St. Eval, Cornwall.

Details courtesy https://www.aucklandmuseum.com/

(3) Fl/Sgt. Herbert Arthur Roberts was born in 1922 at Leicester the son of Herbert Edward Roberts and Nellie Frances Roberts nee Leaney . He had three siblings: Frances K. Roberts born 1924, Edward L. Roberts born 1926 and Stella J. Roberts born 1933. Herbert Edward Roberts died in 1937 and in 1939 Nellie Frances Roberts lived with three persons who's records are closed (probably three of her children) at 19 Bradfield Close Leicester.

(4) Fl/Sgt. William Harvey was born on 20 March 1917 at Cowdenbeath, Fife, Scotland the son of Gordon Harvey (a Miner) and Mary Ann Harvey nee Gairns. The family lived at 13 David Street, Buckhaven, Fife.

On 28 December 1922 they sailed from Greenock, Renfrewshire via Liverpool on the Canadian Pacific ship Metanga disembarking at St John New Brunswick.

The family settled in Carbon, a village in central Alberta and where his sister, Christina Jordan Gairns Harvey was born about 1925.

William attended the local Primary School (1923-31) and the High School (1931-1934).

His enjoyed playing several sports including golf, curling, baseball and softball and his hobby of woodwork was to stand him in good stead when he came to making a living.

After leaving school he worked as a Carpenter, a Bookkeeper at Carbon Transport and from 25 July 1938 he was employed by the Bank of Montreal as a Janitor. His father had left the family about 1930 and from his early teens William had become the sole support of his mother and sister. He took an active interest in Church and Sunday School work and was highly regarded in Carbon and district.

When he enlisted at Calgary, Alberta on 13 February 1941 he was 5' 4½" tall weighing 126 lbs with a medium complexion, blue eyes and medium [sic] hair. After training at 3 Service Flying Training School and 2 Wireless School both at RCAF Calgary and 8 Bombing and Gunnery School at RCAF Lethbridge, Alberta he was awarded his Air Gunner Badge and promoted to Sergeant on 8 November 1941.

He embarked for the UK on 13 December 1941 and on arrival was posted to 3Personnel Reception Centre at Bournemouth.

He was posted to 1 Signals School at RAF Cranwell in Lincolnshire on 20 January 1942 and to 3 Radio School at RAF Prestwick, South Ayrshire, Scotland on 19 March 1942.

He was promoted to Flight Sergeant on 8 May and on 9 June he was posted to 3 (Coastal) Operational Training Unit at RAF Catfoss near Hornsea, East Riding of Yorkshire.

He was posted to 502 Squadron at St Eval, Cornwall on 4 August 1942.

He is commemorated on the Scottish War Memorial at Edinburgh Castle.

(5) Sgt. John Reuben Ellam was born on 26 February 1916 (birth registered at Huddersfield, West Riding of Yorkshire) the son of Willie Ellam and Frances Hannah Ellam nee Harrap/Harrop of Grange Moor, West Riding of Yorkshire. He had two siblings: William G. Ellam (1914-2002) and Wilfred Ellam (born and died 1918)

Following the death of her husband Willie, Frances married Thomas B. Stott in 1919 but Thomas also sadly died less than three years later leaving Frances again a widow with two young children to look after. She married farmer Robert Searby in 1922 and they went on to have five children half siblings of John Reuben Ellam, they were: Joanna Searby born 1923, Frances Searby born 1925, Harry Searby (1928-1991), Margaret Searby born 1931 Ronald Searby (1932-2006)

In 1939 the family lived at Goat Hill Farm ,Grange Moor near Huddersfield. At that time John Ellam's occupation is recorded as a Tailor.

John Reuben Ellam is commemorated on the nearby Kirkheaton Church Roll of Honour.

Somewhat ironically, a neighbouring village to Grange Moor bears the same name as the aircraft in which John Ellam sadly lost his life - Whitley.

(6) W.O. Thomas James (Jim) Edwards was born on 2 February 1916 at Southampton, Hampshire the son of Thomas William Edwards (a Carter in the Fish Trade) and Beatrice Dora Edwards née Taylor. He had three siblings: William Charles Edwards (1912-1996), Frank William Edwards (1913-2004) and Reuben David Edwards (1920-1973)

In 1939 Jim was living with his parents at 'Vespasian' Thornhill Park Road, Southampton. His occupation was recorded as a Shop Salesman whilst his father was now a Fitter's Labourer at the Ship Yard.

He enlisted in March 1940 and later that year, on Boxing Day, 26 December, married Gwendoline Ellen Stubbs. They went on to have two children, Gary A. Edwards born 1943 and Diane M. Edwards born 1947.

Gwendoline was the daughter of Robert and Millie Stubbs who ran a Newsagents at High Street, Southampton. After the war Jim and Gwen together with Gwen's sister and her husband took over and ran the business until their retirement in 1985. Gwen Edwards sadly died just 8 years later in 1993 aged 72.

Thomas James Edwards died in 2001 aged 85

MEMORIAL DETAILS

Having no known grave the following are commemorated on the Runnymede Memorial in Englefield Green, near Egham, Surrey

P/O. Alan Edward Coates M.i.D. Panel 115.

Sgt. Alexander Bridges Cockburn (Coburn). Panel 117.

Fl/Sgt. Herbert Arthur Roberts. Panel 75.

Fl/Sgt. William Harvey. Panel 104.

Sgt. John Reuben Ellam. Panel 82.

NOTE: In a letter from the Air Ministry to No. 4 Missing Research and Enquiry Unit dated 7 October it is stated that 'German Death Cards are held for 'Ellam, Coburn and Coates but no burial details'

Originally researched for Jonathan Taylor-Smith, a relative of Sgt. John Ellam and all the other relatives of the crew, this archive report was totally revised following further research by Aircrew Remembered researcher, Roy Wilcock with additional material provided by Canadian aviation researcher, David Champion and important information from the diary of Jim Edwards kindly provided by his grandson Stuart Gillam, November 2024.

At the going down of the sun, and in the morning we will remember them. - Laurence Binyon
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