Operation: Anti-Submarine Patrol

Date: 17th/18th July 1944 (Monday/Tuesday)

Unit No: 210 Squadron, 18 Group, Coastal Command

Type: Catalina IVA

Serial: JV928

Code: DA:Y

Base: RAF Sullom Voe, Shetland Isles, Scotland

Location: RAF Sullom Voe, Shetland Isles, Scotland

Captain: Fg Off. John Alexander Cruickshank VC, 126700 RAFVR Age 24. Severely Wounded (1)

2nd Pilot: Flt Sgt. John Stanley ‘Jack’ Garnett DFM, 1390283 RAFVR Age? Wounded (2)

3rd Pilot: Sgt. Francis Ian Fidler * (3)

Flt Eng: Flt Sgt. Samual Bryans ‘Paddy’ Harbison DFC, 617515 RAF Age 28. Wounded (4)

Flt Mech/Eng: Sgt. Ronald S.G. Proctor *

Nav/Bomb Aimer: Fg Off. John Charles ‘Dickie’ Dickson 127279 RAFVR Age 30. KiA (5)

Radar Op: Flt Sgt. Frederick John Appleton 578305 RAF Age 20. Wounded (6)

1st WOp/Air Gnr: Flt Sgt. Harry Gershenson RAFVR Age 30. Safe (7)

2nd WOp/Air Gnr: WO. William C. Jenkins *

Air Gnr: Flt Sgt. A.I. Cretan *

* No further information found for these airmen but all are believed to have survived the war.

Above: Fg Off. John Alexander Cruickshank VC (Courtesy of the Imperial War Museum)

REASON FOR LOSS:

On the 17th July 1944 JV928 took-off at 13:45 hrs from the flying boat base at RAF Sullom Voe in the Shetland.

Catalina IVA J928 was #08542 PBY-5A Catalina on lend-lease from the United States Navy.

Their mission directed them to operate their search in the region of the Lofoten Islands east of Narvik in Norway and some 745 mls (1200 km) NW from RAF Sullom Voe.

After arriving at their patrol area at 21:45 hrs whilst flying at 1500 ft a radar contact was observed west of their position and some 195 mls (310 km) east of the Lofoten Islands. Confusingly it appeared to be 15 mls (24 km) in length.

It was known that Mk VIII radar fitted to the Catalina, due to the wavelength of the transmitter, returned images of cloud formations as well as surface targets. This was the basis for development of airborne weather radar or in RAF slang called “Cloud and Clonk” radar.

They altered course and reduced height to 200 ft and headed toward the contact. At about 5 mls (8 km) they visually observed an unidentified surface vessel dead ahead. The aircraft entered some low cloud and when it emerged the vessel was sighted at 2 mls (3¼ km) travelling at approximately 20 knots and turning to starboard.

As it was known that Allied surface vessels were operating in the area and that they would fire upon any approaching aircraft the letter of the day was flashed by Aldis lamp and recognition cartridges fired. In response the vessel started a turn to port and commenced firing upon them albeit inaccurately. They orbited the vessel at a distance of about 2 mls (3¼ km) and identified it as a U-boat.

They completed an orbit in about 5 mins and then descended from 1000 ft to 50 ft and commenced an attack from 2 mls (3¼ km) up-track of the U-boat. Heavy but inaccurate Flak was experienced. At about 1000 yards Flt Sgt. ‘Paddy’ Harbison in the front turret opened fire with the Lewis gun and observed several hits on the Conning Tower. The Blister gunners opened fire with the port gunner observing hits but none were observed from starboard blister gunner. Unfortunately their six (6) Depth Charges failed to release.

Fg Off. Cruickshank climbed the aircraft to 800 ft and turned to port to make a 2nd attack from dead astern of the U-boat which by now was stationary and firing heavy accurate Flak. This time Fg Off. Cruickshank made the decision to drop the Depth Charges himself.

Note: the pilot’s control wheel has a secondary release button which bypassed the bomb aimer’s release button.

From about 50 ft Fg Off. Cruickshank released six (6) Depth Charges which straddled the U-boat. The Port blister gunner saw one (1) Depth Charge fall away but could only see the wash of the U-boat. At same time the Starboard blister gunner could only see the wash of the U-boat. As the aircraft climbed and turned away a large explosion aboard the U-boat was witnessed by Flt Sgt. ‘Paddy’ Harbison. It was estimated that two (2) of the Depth Charges exploded on the Port side and four (4) on the Starboard side.

Frederick John Appleton in an interview a number of years later for the Imperial War Museum was of the opinion that the Depth Charges were not powerful enough to cause such an explosion and that it was likely that they had caused one or more torpedoes aboard the U-boat to explode.

It was initially thought that the U-boat was U-347, however, it was later identified as U-361 and all 52 crew were lost.

Above: Oblique photograph taken from JV928 of the attack on German type VIIC submarine U-361 west of the Lofoten Islands. This was the very last frame of the film which had been inadvertently left running. It shows the splashes from the first of six depth charges dropped on the second attack, landing astern of the U-boat which was making violent 'S' turns in an effort to escape. Machine gun fire from a gun housed in one of the Catalina's 'blisters' can also be seen at top left. (Courtesy of the Imperial War Museum).

During the attack the Catalina was hit by a number of 20 mm cannon shells, one exploding in the Bow compartment and a second above the Radar station. Flt Sgt. ‘Paddy’ Harbison who was manning the front turret suffered wounds to his legs from splinters. Fg Off. Dickson in the bomb aimers position was killed outright and the pilot, Fg Off. Cruickshank, was seriously wounded. Flt Sgt. Garnett in 2nd pilot seat was wounded in the left hand. Flt Sgt. Appleton, who was the Radar operator, was standing observing the U-boat and suffered splinter wounds to the top of his head and his left hand. The rest of the crew were uninjured.

After the attack the aircraft climbed away and Flt Sgt. Appleton went forward and found Fg Off. Cruickshank severely wounded. When he collapsed he was carried back to the bunk area and cared for by Flt Sgt. Appleton as best he could.

Flt Sgt. Garnett took over flying the aircraft from the captain’s position with Sgt. Fidler putting his navigation training to try and determine their position and course back to base. Although Fg Off. Cruickshank, despite being in great pain and weak from loss of blood, knew that Flt Sgt. Garnett could fly the aircraft he was inexperienced in landing the Catalina especially in the dark.

Being so far north the angle between two receiving stations made it impossible for their base to accurately plot their position. Being over five (5) hours from their base they could only fly on a bearing in the general direction of base until such a time they were closer to when their position could be ascertained and a bearing could be provided.

Arriving over the base Fg Off. Cruickshank insisted that he should be assisted to take the 2nd pilot’s seat so that he could help with the landing. He decided that it was too dark for a safe landing and ordered that they should orbit until it was light enough to attempt a landing.

Over an hour later he decided that it was light enough to attempt a landing. Despite being in considerable pain he guided Flt Sgt. Garnett in preparing for the approach and landing and helped in the actual landing at 04:05 hrs on the 18th July. The Catalina was holed from the U-boat shells and it was beached to prevent it from sinking.

After being given an emergency transfusion Fg Off. Cruickshank was taken to the Military hospital in Lerwick where his lengthy treatment and recovery commenced.

(1) John Alexander Cruickshank was born on 20th May 1920 in Aberdeen and educated at the city’s grammar school. He enlisted as a gunner in the Territorial Army in April 1939 and was mobilised when war broke out. He then joined the 129th Field Regiment, Royal Artillery.

He sought a more active role in the war and transferred to the RAFVR on the 30th June 1941. After completing his initial training at Scarborough in Yorkshire, he sailed from the Clyde in Scotland to Canada.

He was transferred to No. 1 Manning Depot in Toronto in Ontario which was the processing centre for the British Commonwealth Air Training Plan. It appears he was either selected or expressed an interest in flying with RAF Coastal Command as he was detailed for training under the ‘Towers scheme’.

The RAF candidates would cross into the USA as civilians and undertook their primary flight training at Naval Air Station, Grosse Ile (NAS GI) near Detroit in Michigan. They were then sent to NAS Pensacola in Florida to earn their Wings. After receiving their US Navy pilots wings they crossed the border into Canada where they re-enlisted in the RAF and were appointed to a commission. The training course adopted its founders name and was known as the 'Towers Scheme'.

Upon his return to the UK he was posted to the No. 4 (Coastal) Operational Training Unit (4 (C) OTU) in Invergordon, Scotland to undertake conversion training flying the Catalina. He was then posted to Coastal Command Flying Boats as a Fg Off. with 210 squadron at RAF Sullom Voe on the Shetland Islands.

For his actions on this mission Fg Off. John Alexander Cruickshank was awarded the Victoria Cross (VC) (London Gazette 1st September 1944). He received the award from the King at an investiture at the Palace of Holyroodhouse on the 21st September 1944. He was the first man for several centuries to be decorated by a sovereign during war-time in the ancient palace of the Scottish Kings.

Citation: “The KING has been graciously pleased to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery: Flying Officer John Alexander CRUICKSHANK (126700), Royal Air Force Volunteer Reserve. No. 210 Squadron.

This officer was the captain and pilot of a Catalina flying boat which was recently engaged on an anti-submarine patrol over northern waters. When a U-boat was sighted on the surface, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred into position and ran in to release his depth charges. Unfortunately they failed to drop.

Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy's determined and now heartened gunners.

Without hesitation, he climbed and turned to come in again. The Catalina was met by intense and accurate fire and was repeatedly hit. The navigator/bomb aimer was killed. The second pilot and two other members of the crew were injured. Flying Officer Cruickshank was struck in seventy-two places, receiving two serious wounds in the lungs and ten penetrating wounds in the lower limbs. His aircraft was badly damaged and filled with the fumes of exploding shells. But he did not falter. He pressed home his attack and released the depth charges himself, straddling the submarine perfectly. The U-boat was sunk.

He then collapsed and the second pilot took over the controls. He recovered shortly afterwards and, though bleeding profusely, insisted on resuming command and retaining it until he was satisfied that the damaged aircraft was under control, that a course had been set for base and that all the necessary signals had been sent. Only then would he consent to receive medical aid and have his wounds attended to. He refused morphia in case it might prevent him from carrying on.

During the next five and half hours of the return flight he several times lapsed into unconsciousness owing to loss of blood. When he came to, his first though on each occasion was for the safety of his aircraft and crew. The damaged aircraft eventually reached base but it was clear that an immediate landing would be a hazardous task for the wounded and less experienced second pilot. Although able to breathe only with the greatest difficulty, Flying Officer Cruickshank insisted on being carried forward and propped up in the second pilot's seat. For a full hour, in spite of his agony and ever-increasing weakness, he gave orders as necessary, refusing to allow the aircraft to be brought down until the conditions of light and sea made this possible without undue risk.

With his assistance the aircraft was safely landed on the water. He then directed the taxying and beaching of the aircraft so that it could easily be salvaged. When the medical officer went on board, Flying Officer Cruickshank collapsed and he had to be given a blood transfusion before he could be removed to hospital.

By pressing home the second attack in his gravely wounded condition and continuing his exertions on the return journey with his strength failing all the time, he seriously prejudiced his chance of survival even if the aircraft safely reached its base. Throughout, he set an example of determination, fortitude and devotion to duty in keeping with the highest traditions of the Service”.

Whilst recovering from his injuries he was promoted to Flt Lt. effective 24th July 1944 (London Gazette 28th July 1944). After a lengthy recovery he remained in the RAF but was no longer fit to continue his flying duties and in 1946 he retired from the RAF to resumed his former career in banking.

In June 2024 the Air Efficiency Award was issued to Flt Lt. J.A. Cruickshank VC RAFVR 126700 (London Gazette 25th June 2024)

John Cruickshank sadly died on the 16th August 2025 at the age of 105. He was the oldest and only remaining WW2, RAF recipient of the Victoria Cross.

(2) Flt Sgt. Garnett was awarded the Distinguished Flying Medal (DFM) for this action (London Gazette 29th September 1944).

Citation: “1390283 Flight Sergeant John Stanley GARNETT, RAFVR, 210 Sqn. This airman was the second pilot of a Catalina aircraft, the captain of which successfully attacked a U-boat one evening recently. The attack was pressed home in the face of withering fire and the aircraft was hit repeatedly. The navigator/bomb aimer was killed. The captain and front gunner were wounded, the former most seriously. As the attack ended, the captain collapsed. Flight Sergeant Garnett himself slightly wounded, promptly took over the controls. A course was set for base and throughout the long flight home, this airman discharged the duties of captain with commendable efficiency. Base was finally reached. Although less experienced than his captain, Flight Sergeant Garnett landed the aircraft safely. Owing to the damage sustained to the hull, an immediate beaching was necessary, an operation which Flight Sergeant Garnett executed with good judgment. In the face of a dangerous and difficult situation this airman proved himself to be a brave, resourceful and determined member of aircraft crew”.

Above: Courtesy of the Birmingham Gazette, dated 28th September 1944.

(3) Sgt. Fidler was on his first operation and was aboard the aircraft for experience. He had joined the squadron just five (5) days before this mission. He was newly qualified as a pilot and had not been through a Catalina conversion training course.

Later Operational Record Books (ORB) for 210 Squadron record that he was promoted to Flt Sgt. and became a 2nd Pilot.

Believed to be Francis Ian Fidler who was born on the 23rd May 1922 in Reading, Berkshire. Francis died in September 1997 in Tunbridge Wells, Kent.

(4) Warrant Officer (WO) Harbison was awarded the Distinguished Flying Cross (DFC) whilst with 210 Squadron (London Gazette 9th January 1945).

Samuel Bryans Harbison was born on the 1st April 1916 in Monaghan, Ireland. Samuel passed away in April 1974 in Birmingham, Warwickshire, England.

Above: Courtesy of the Birmingham Evening Mail, dated 10th April 1974

(5) Fg Off. John Charles ‘Dickie’ Dickson

Above: Courtesy of The Mail Millom and South Copeland Edition, dated 26th September 1944

(6) After recovering from his injuries he was prepared to undertake the one mission that would have fulfilled the 800 hrs to complete his first tour, however, the CO of 210 Sqn deemed this to be unnecessary and he was posted to No. 131 (Coastal) Operational Training Unit (131 (C) OTU) at RAF Killadeas located near the village of Killadeas in County Fermanagh in Northern Ireland. On the 4th December 1944 he was promoted to Warrant Officer (WO).

On the 21st December 1944 he was appointed to a commission and promoted to 56456 Plt Off. (London Gazette 20th February 1945) and posted to No. 4 (C) OTU at Invergordon in Scotland. His appointment as Plt Off. was confirmed and he was promoted to Fg Off. effective 21st June 1945 (London Gazette 20th July 1945).

He decided to retire from the RAF and pursued a career in the film industry which was an interest gained whilst his instructor duties. On the 8th April 1949 he departed for Australia where he continued working in the film industry a highlight of which his involvement with the Royal Tour of 1954.

Frederick John Appleton was born on the 30th January 1924 in Melbourne, Victoria, Australia. He enlisted in the regular RAF in 1940 as an apprentice in the RAF Aircraft Apprentice Scheme at RAF Cranwell. Frederick passed away on the 22nd March 2007 in Naremburn, New South Wales.

(7) Believed to be Harry Gershenson born on the 15th January 1914 in Bedwelty, Monmouthshire in Wales. In September 1939 he was working as an Aero Planning assistant in Coventry, Warwickshire. Harry passed away in August 2003 in Edgware, Middlesex, England.

Burial details:

Fg Off. John Charles Dickson. Lerwick New Cemetery, Terrace 7B. Grave 18. Grave Inscription: “RESTING WHERE NO SHADOWS FALL IN GOD'S SAFE KEEPING HE AWAITS US ALL”. Born on the 22nd April 1914 in Dalton-in-Furness, Lancashire. Son of Andrew and Martha (née Gregory) Dickson. Husband of Mary (née Bevin) Dickson of Plumpton, Ulverston, Lancashire, England.

Researched by Ralph Snape from Aircrew Remembered as dedicated to this crew and their families (Aug 2025).

Other sources listed below:

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