Operation: Achères

Date: 10/11 June 1944

Unit: No. 625 Squadron

Type: Lancaster I

Serial: LM139

Code: CF-G

Base: Kelstern

Location: Crashed at the NW edge of Paris

Pilot: F/O William ‘Bill’ P. Geeson 150239 RAFVR Age 22 Evader (1)

F/Eng: Sgt E. ‘Eddie’ Dawson 1590916 RAFVR Age 19 POW Stalag Luft 7 Bankau (2)

Nav: F/O Thomas William Smail 136863 RAFVR Age 21 Evader (3)

Air/Bmr: F/O Donald A. ‘Don’ Forsyth J24214 RCAF Age ? Evader (4)

W/Op/Air/Gnr: F/Sgt J. Derham 1436805 RAFVR Age ? Evader (5)

Air/Gnr: Sgt Samuel Joseph ‘George’ Watson 1895727 RAFVR Age ? Evader (6)

Air/Gnr: Sgt Leslie Turner Dunn 1650666 RAFVR Age 21 Killed (7)

INTRODUCTION:

Unfortunately, rookie aircrews did not have a choice of when they would commence their tour of operations to maximize their chances of surviving to tour expire. In retrospect, for 625 Squadron crews there were two time frames to avoid ‘getting the chop’: The Battle of Berlin, November 1943-March 1944 and the pre and post D-Day invasion raids from April to June 1944.

During its eighteen month operational history, the Squadron would suffer the loss of seventy-four aircraft and crews, and two airmen without aircraft loss. In five months the Squadron would suffer the staggering loss of twenty-one aircraft during the Berlin campaign. This would include three of the Squadron’s three loss raids (Leipzig, 3; Stuttgart, 3 and Berlin, 3). The three months of the D-Day related raids would add another eighteen to the total of those who failed to return, with an additional three of the three or more loss raids (Mailly-le-Camp, 3; Achères, 3 and Vierzon, 4). The Vierzon raid on June 30/July 1, 1944, would prove to be the worst night of the war for the Squadron with the loss of three aircraft and a fourth crew operating with the Special Duty Flight from RAF Binbrook.

During the eight months of the Berlin and D-Day raids the Squadron would suffer the loss of 40 aircraft and crews, 54% of its total losses—a loss rate of 5 per month. Over the remaining ten months 33 would fail to return, 46% of the total—loss rate of 3 aircraft each month. The seventh triple loss raid would result from the 23/24 October, 1944 Essen raid.

However, the threat of sudden traumatic death would not leave the Squadron’s aircrew mindset until the final month of war. Aircrews would have to endure this possibility until then, with three double loss raids in the last seven months of conflict; Wanne-Eickel, Chemnitz and Nuremberg.

F/O Billl Geeson and his crew would arrive at RAF Kelstern on April 20, 1944, from No. 11 Base, to start their abbreviated tour of ops.

It appears that he was added at the last minute, as the 2nd Pilot and sole member of his crew, to accompany P/O C.L. Mims and crew, for an uneventful trip on the May 1,1944, Lyons raid.

In short order he and his crew noted their names on the May 3rd Battle Order, detailed to attack a critical target at Mailly-le-Camp. His post-op debriefing provides insight from a rookie Skipper of the problems encountered:

MAILLY-LE-CAMP. target bombed at 0023 hours from a height of 900 (sic) feet in clear moonlight on red spot fire. Owing to smoke over the target area it was impossible to assess the damage of the attack.

From an interview in 2002 it is apparent that this was not a milk-run as sold to the participating crews:

Regarding operation to Mailly-Ie-Camp:

It was quite horrific. They told us 'Oh it's easy you know. You've only got to go to France'. But it was a bad one. There was low cloud and a bright moon, the very things that we didn't want. We saw aircraft being shot down and one in particular, which was rather unusual, was a bomber which was seen to go in followed by a German night fighter—both hit the ground. It was a night when everyone was tense and a bit stewed up. There were reasonably successful results as evidenced by photographs. We were not particularly pleased because it was suggested in the intelligence report that our bombs and those of Flying Officer Eames, who we knew quite well, fell between the two camps. But on the raid as a whole there were very satisfactory results, but at a cost.

On May 11th they were detailed to attack HASSELT. Mission abandoned as ordered. Bombs jettisoned as ordered.

Between May 21st and June 7th F/O Geeson and his crew would carry out uneventful missions to the following targets: Duisburg, 21.5.44; Dortmund, 22.5.44; Le Clipon, 24.5.44; Merville, 27.5.44; EU Coastal Battery, 28.5.44; Tergnier, 31.5.44; Berneval, 2.6.44; Vire, 6.6.44 and Foret de Cerisy, 7.6.44— No aborted missions or ‘spare bod’ crew substitutions.

By this point F/O Geeson and his crew had gelled as a combat team. He had completed eleven missions and the remainder of the crew ten.

The Battle Order for June 10/11, 1944, detailed them to attack the Achères marshalling yards. For their second consecutive op they lifted off Kelstern’s active runway in Lanc I, LM139, at 23.05 hours.

The Squadron ORB crew debriefing entry for LM139 and the Geeson crew was succinct and sobering:

ACHÈRES. No news after takeoff—missing

Last Page of F/O. Geeson’s Log Book. Courtesy of Phil Geeson

REASON FOR LOSS/ THE CHOP:

Regarding operation to Achères:

It was another bad do. We lost 3 aircraft from the Squadron that night and the entire crew of both other aircraft were killed. We lost our rear gunner and various injuries to the crew.

It was one of those uncomfortable nights, everything was strange and unusual. We went in at very low altitude, presumably to concentrate again on the accuracy of the bombing. We approached the target at about 2,000 feet, had our bomb doors open and were lining up on the target. One of the night fighters managed to get underneath us.

We were hit by the first burst from him, there was no tracer used. We had Fishpond (a radar detection device) but this failed to detect the fighter and I should imagine it was then that the rear gunner was killed. Working with the mid-upper gunner I managed to carry out a corkscrew.

We weren't very far into the manoeuvre when the whole starboard wing caught fire, it was smashed and I began to lose control of elevators (sic). I managed to stand the aircraft upon its port wing, at about 90 degrees, even though it still had bombs on it. Thank goodness the old Lanc could take that. I reached back very hard on the wheel then there was another burst of fire, cannon probably, with tracer following us around like a hose pipe. The good old Lanc practically stalled and it missed. But when the fighter pilot saw that we were done for he wouldn't come in with another lot, probably not so much out of consideration but that we would be shooting back. He knew there was no need to fire anymore, we were on our way down. It was utter confusion everywhere as we really were so close to the ground. There was no time. It would have been pointless to operate the graviner or anything to fight the fire because the whole wing was going and my consideration was to get everyone out before the wing came off, which I was fully expecting.

In fact it didn't, the aircraft just went into a shallow dive. I don't think the bombs were even fused, there was no question of it doing a lot of damage.

We got out of the front of the aircraft alright and the mid upper gunner got out. We were never able to find out exactly what happened to the rear gunner except that he was killed. By the time I got out I had barely got time for the chute to open before I hit some trees. The trouble was we were very low. Two members of the crew, the navigator and the mid-upper became suspended in the trees, released their parachutes, fell and suffered various back injuries. The wireless operator was suffering from severe shock when he was picked up by the French and couldn't say exactly how he got out. The bomb aimer got either shrapnel or a bullet through the calf of his leg. However, he managed to get away successfully and was never taken prisoner. The mid upper and navigator (sic)* both ended up in hospital, the navigator eventually getting back to England and going back on flying again. The mid-upper was seriously lame. He did make a pretty much complete recovery but did walk with a stick. I was extremely lucky because my parachute hung in the trees for a matter of a second and then the branches gave way and I didn't have any option whether to release or not. Fortunately I landed on a soft bushy bank and was unhurt.

The engineer was taken prisoner and was treated reasonably well once he had got out of the clutches of the Hitler Youth that picked him up. He was sent to Eastern Germany to eventually be 'liberated' by the Russian Army, but he had a very bad time with them, they didn't look after them very well.

*Note: Sgt. Dawson, flight engineer, was the other crew member hospitalized.

NIGHT FIGHTER CLAIMANT:

Theo Boiten has provided us with the information for the Nachtjagd crew who claimed the loss of Lancaster LM139:

Lt. Walter Briegleb: 5 10./NJG3 Lancaster NW edge Paris (AE 2): 1.200 m. 01.15 625 Sqn Lancaster LM13

AFTERMATH:

Evader Report: F/O Geeson

I took off from Kelstern in a Lancaster aircraft at 2230 hrs on 10 Jun 44. I baled out at 0100 hrs (11 Jun) between Maisons-Lafitte (R 85) and St. Germain (R 84). I buried my parachute, harness and Mae West in the woods and remained hiding in the forest for about four days. During this time I lived on the contents of my escape kit. About 15 Jun I met a farmer on the edge of St-Germain forest who gave me some civilian clothes. I then walked on to Brunoy, near Melun (S 20). This journey took me about a day. I stayed for two weeks at a house in Brunoy and was then sent by my helpers to Paris where I lived at an address in Livry Gargan until 28 Aug. I left France on 1 Sept, and until 15 Sept I was in the Royal Masonic Hospital, London.) Original Source: Nat. Arch. UK WO 208/3323/2443

Additional information from son, Phil Geeson;

Dad told me after the liberation by the Americans he went to the British and explained who he was.

It seems they did not want to know!

So he hitched a ride from an American transport going back to Calais.

I think he contracted jaundice at some point, but after his return to the UK I have no information until he starts flying again.

He did tell me about instructing in Scotland and sometimes getting lost as all the Scottish mountains looked alike.

Having been through the bits and pieces here I have the following:-

The lady who hid Dad was Madame Rene Renault who died in April 1960.

The rear gunner on Dad's mission was Leslie Dunn and his grave is in Dreux, France.

The garage owner who took Dad in at first was Emile Hutin.
The garage was then in 51 Route Nationale Brunoy (Seine et Oise), France.

The ville De Livry-Gargan held a 50th memorial and expedition at the mayors office.

I also have a letter sent to Dad from Sgt Eddie Dawson regarding his experiences.

Also a letter from Mr Farrell who got everyone to a reunion in Bedford in 1995.

Dad attended this and met Mr & Mrs Couvert who were members of the resistance.

Above; Paris Garage, first hiding place as a ‘guest’ of Emile Hutin. Courtesy of Phil Geeson.

Liberation - Left to right- ?, ?, Mrs. Renault, Mrs. Couvert, F/O Geeson, ?, ?, ?.Courtesy of Phil Geeson.

Liberation - Left to right- ?, Mrs. Couvert, F/O Geeson, Mr. Couvert, Mrs. Renault, ?, ?. Courtesy of Phil Geeson.

Liberation - Left to right- ?, ? Lesley Hood, Mrs. Renault, ? Jeff Morris, ? Jack Brandt, F/O Geeson. Courtesy of Phil Geeson.

LM139/Reunion Letter.pdf (click to read) Mr. Farrell’s Letter. Courtesy of Phil Geeson.

Unfortunately, we are unable to identify which of the three liberation photos Mr. Farrell is referring to in his letter, but suspect it is #1 or #2 with the same individuals included in #3, with Mrs. Renault. We believe Mr. and Mrs. Couvert are included in photos #1 and #2. If anyone can positively identify the other airmen in these photos we would appreciate if they could contact the Help Desk.

We are quite certain ‘William’ refers to F/O Geeson, although he was not a fighter pilot. The other airmen in this photo include the following:

1. Jeff Morris
2. Lesley Hood
3. Jack Brandt

Sgt. Eddie Dawson’s undated, handwritten letter to Bill Geeson:

Tuesday

Dear Bill,

I was very pleased to hear from you and to know you are safe and sound. I would have wrote before, but George has not forwarded your address unto me yet, anyway here goes.

I spent August week with George and consequently I know part of the crew’s adventures, second hand of course. It’s tough luck on Leslie’s part. It rather shook me.

Evidently you want my line shoot, but before I start I can tell you it is a bit vague in parts, as my head was not as hard as it should be.

The first I knew was something hitting me in the ribs (?) and then you calling to jump. I don’t know what hit me to this day, all I know it was hard and my tunic was cut when I got down. I got out after Don OK and then the fun started, for I got strung up in some pine trees and had to break my harness.

I don’t know how far I fell, but when I landed my ankles gave out and I caught something an awful wallop with my head and from then on things are hazy and mostly what I was told by Jerry.

To all accounts they picked me up hobbling through some French town. I don’t know how far I’d gone but it was about 5 AM.

It was a Hitler Brigade who got me and believe me were they playful, one gave me a wallop for not eating some black bread which they so kindly tried to poison me with and I must have passed out again, for the next I knew I was in a cot with some guy questioning me again.

It must have been funny to see, one very hairbrained (?) aircrew with these Jerries carrying (?) rifles, anyhow I landed in a hospital in Paris, which I found on my return (?) to contain my partner in crime, George. As I was going up the steps I started to vomit and passed out again so someone carried me inside.

That was Sunday morning, the next I know was a nurse telling me it was Monday morning. I was there for a few days and then bundled off to the sanctuary of Peace—too much—peace—Dulag Luft.

I was kept in solitary for two or three days with intermittent questionings and the company of very friendly insects until one evening they (?) came and said I was leaving, much to my joy. Before I left I was purged (?) again, but he finished by giving the gen himself, almost everything including (?) my Grandma’s name. By all accounts he had the kite’s logs etc. He then gave me a smoke and his best wishes, including the fact you were all dead and left me recover (?).

I left for a transit camp the next day and there (?) I had my first, repeat, first wash for about a fortnight, and clean clothes and food etc., honest Bill, I just could have sat down and burst into tears.

The next day I was on the move again bound for a camp. After four days and nights I arrived at Luft 7 near Bankau (?). Things were not too bad there and I actually received mail from home.

In January we were ordered to march as the Ruskies were getting near and that started something I shall never forget. A month on the march in snow up to 18” deep and a very limited supply of food and no smokes. We lived on what we could steal and slept where we could. I’ve seen chaps fight like animals over a rotten sugar beet from a dung heap.

By the end of the month we could hardly walk and they piled us into cattle wagons—60 per truck and locked the doors for four days. Dysentery and lice make (?) life so just try to imagine what the stench was like.

We finally arrived near Berlin (?) to a camp of 50,000 mixed nationals who also had a very inadequate food supply. There we existed until the Russians finally caught up with us in May.

There’s not a great deal after that only we were strafed a couple of times so my two pals and I decided to escape from our liberators! Which we finally managed to do and then we walked from Lückenwalde to Halle. It took us four days and there the Yanks took us over and we finally landed a Dak at Le Havre and flew to England.

After ten (?) weeks leave I’m at Cosford (?) waiting for more leave and my ticket—I hope and guess thats all Bill.

I suppose you know George is getting married in Feb. But do you remember Gwen, that girl of mine in Louth, well she hooked me to and now I’m engaged to her.

I don’t know about F/E’s on Oxfords Skip, but if you ever need one, I’m still loose.

I guess I’ll be boring (?) you now Bill, but you are the first to have the full story and it’s rather a relief to get rid of it.

May I congrat you on your second streak and George tells me you are due for your third (?) too. Swanking eh.

By the way would you pass Don’s address on. I should like to hear from him again.

I’ll say cheerio for now Bill, so

All the Best

Sincerely

Eddie

Evader Report: F/O Forsyth

I landed at 0110 hrs, 11 Jun 44 in the midst of a German encampment. The moment I got loose of my harness, etc. I saw three German sentries whom I shot at and ran off into the Forest de St. Germaine where I remained the rest of the night and most of the next day. About 1600 hrs a boy came by, alone, whom I asked for help. He took me to another place still in the forest, brought me food, clothes, and a map, and told me to go to Dreux. Around 1800 hrs, 11 Jun I set out. On the road to Mantes, near Orgevale, I asked a farmer for water. He took me immediately to a woman who owned a farm nearby, who gave me medical attention and with whom I stayed until 15 Jul. I left the farm on that day going to the railroad station at Poissy where I was joined by F/O Smail. Together we went into Paris to a house where we remained 17-18 days, until the woman was arrested by the Gestapo. We then moved to a place near the Sacre Coeur with people not in the Resistance. We were there three weeks, until 24 Jul. On that day I was arrested but the police, seeing my R.A.F. disc, let me go and I stayed on with them five (?) days and back into Paris on the fifth, remaining there until the Americans arrived. Original Source: Nat. Arch. UK WO 208/3351/2357

ORB RAID SUMMARY:

See archive report for the loss of ND742, P/O James Dudman and crew:

BOMBER COMMAND WAR DIARIES:

See archive report for the loss of ND742, P/O James Dudman and crew:

NACHTJAGD WAR DIARIES VOLUME TWO:

See archive report for the loss of ND742, P/O James Dudman and crew:

BIOGRAPHICAL DETAILS OF THE CREW:

Researched by Roy Wilcock

1. F/Lt. William Philip Geeson was born on February 26, 1922, at Camberwell, London, the son of Ernest Philip Geeson (a coal Merchant) and Maria Gertrude Geeson née Starr. He had two siblings: Edna Grace Geeson born 1910 and Robert Ernest Geeson (1915-1988).

1321326 LAC William Philip Geeson was commissioned as a Pilot officer on probation (emergency) on 27 February 1943 (London Gazette 18 May 1943), promoted to Flying Officer on probation (war subs) on 27 August 1943 (London Gazette 3 September 1943) and further promoted to Flight Lieutenant (war subs) on 27 February 1945 (London Gazette 23 March 1945).

In 1939 the family lived at 72, Orchard Way, Croydon.

William Philip Geeson married Gwendolyn Tyler at Croydon in 1946. They went on to have two sons: Trevor L. Geeson born 1947 and Philip M. Geeson born 1953.

William Philip Geeson died at Ely Cambridgeshire on 10 September 2014

150239 RAFVR Evader 7/95/1156 See MI9 2443

Additional information provided by F/O Geeson’s son, Phil:

Father was born in London and went to Alleyns Public school in Dulwich.

Being too young to join the war he went on fire watching duty at Lambeth Town Hall.

When he did join the RAF he was sent to Canada after he learned on the Tiger Moth, his first flight on the 23 Feb 1942. At RAF Booker in Marlow, Bucks he completed 7 hours on type.

Then was sent to Turners Field in Alabama at the Air Corps Advanced Flying School.

Crossing over on the Queen Mary as I understand it.

He learned on the Stearman PT17 and multi engine, the Vultee BT13 Valiant.

I have a lot of photos and the passing out book from that time.

Above: Turner’s Field Logo. Courtesy of Phil Geeson.

Above: Aviation Cadets, Senior Class (U.K.) Cadet W.P. Geeson, and Cadet Derrick J. Gigger, Pilot of 625 Squadron Loss #17: W4833. USA. Courtesy of Phil Geeson.

Above: RAF Aircrew, location and date unknown: F/O W.P. Geeson, 2nd row, extreme right. Courtesy of Phil Geeson.

Name listing for the others shown

Then returning to Britain flew the Oxford.

August 1943 he started on the Wellington, then Halifax.

April 1944 moved to Lancaster with first operation May 1 to Lyons.

June 10^th to Achères to the rail junction saw him shot down.

March 1945 on return to UK he was flying the Oxford at RAF Watchfield, moving on to the Preswick as instructor.

Dad always was quiet about everything until quite late in life. He told me several things and broke down in tears as he always felt guilty not saving the rear gunner.

Having been attacked from underneath the wing caught fire and it was clear they had to bale out. I think Dad did a corkscrew before hand, hence the low altitude.

He ordered bale out and he then strapped the controls with his belt to straight and level. He jumped last and landed in some trees. The branch broke and he got to the ground without injury.

He wandered about for as I understand it, nearly a day, until he needed a cup of tea and went into a café.

They called the gendarme who took him away as it was too much risk to say much. He went then to a local garage, of M Houtin, to be hidden. The gendarme was a very lucky helper to chance across.

The resistance took him to see the plane which had landed in fairly good nick, having slid across a field. This was why he felt guilty, as he wondered if everyone would have been better with the plane. I assured him he made a split second decision and it had turned out not bad.

He then went to Livry Gargan near Paris to be hidden. He remained there until the Americans liberated Paris. I have some pictures of Dad on a tank with his fellow captives and the French lady who hid him.

2. Sgt Eddie Dawson was born on 1 March, 1925, at Hull, East Riding of Yorkshire, the son of John W. Dawson and Lily Dawson (née Friend). He had 7 siblings: John W. Dawson born 1915, Annie Beatrice Dawson born 1917, Baron Dawson (1919-1919), Dan O. R. Dawson born 1920, Arthur A. Dawson born 1928, Barry W. Dawson born 1931 and Eileen Dawson born 1938.

Left: Eddie Dawson's POW mugshot

In 1939 the family lived at 1 Myrtle Grove, Eton Street, Kingston upon Hull. At this time the 14 year old Eddie Dawson was employed as a Jeweller's Errand Boy.

Eddie Dawson married Gwendoline Dixon at Louth, Lincolnshire in 1946. A daughter, Rosemary Dawson, was born in 1948.

Between 2003-2006 Eddie and Gwendoline Dawson lived at 31 Hebrides Close, Hull.

Eddie Dawson died at Hull on 7 February, 2008.

Link to Oral History on IWM website

George Watson and family at the 625 Squadron Memorial Cairn. 1964.

George Watson and Eddie Dawson

Eddie Dawson and George Watson

3. F/Lt. Thomas William Smail was born on 16 August, 1923, (birth registered at Wirrel Cheshire), the son and only child of Henry William Smail and Dorothy Mellor Smail (née Simister).

General Duties Branch RAFVR

1450333 LAC Thomas William Smail Pilot Officer on probation (emergency) on 18 December, 1943, (London Gazette 30 March, 1943). Promoted to Flying Officer on probation (war subs) 18 June, 1943, (London Gazette 27 July, 1943). Promoted to Flight Lieutenant (war subs) on 18 December, 1944, (London Gazette 12 January, 1945).

Commission relinquished on appointment to short service commission in the RAF

General Duties Branch RAF

Flight Lieutenant, short service (eight years on active list and four years on the reserve) 5 December, 1950 (seniority 22 February, 1950) (London Gazette 27 February, 1951).

Transfer to a permanent direct commission (Scheme A). As Flight Lieutenant (Branch List) 16 August, 1955 (London Gazette 31 January, 1956).

Mention in Despatches in recognition of gallant and distinguished service in Malaya, 8 May, 1956 (London Gazette 8 May, 1956).

Awarded Distinguished Flying Cross in recognition of gallant and distinguished service in Malaya 11 September, 1956 (London Gazette 7 September, 1956).

Queen's Commendation for Valuable Service in the Air (London Gazette 19 June, 1961).

Retirement (at own request) 29 December, 1967 (London Gazette 2 January, 1968).

In 1939 the family lived at "Lane Ends" Grange Crescent, Ellesmere Port, Cheshire. Henry William Smail was employed as an Assistant Traffic Controller (Soap and Glycerine [industry]) He was also a volunteer ARP Warden and his wife Dorothy was a volunteer ARP Ambulance driver. Thomas William Smail aged 16 was still at school.

In 1947 he married Marion B. Lloyd (marriage registered at West Cheshire)

A daughter, Juliet A. Smail, was born at Chester in 1951.

Died 4 November 2012 at Cirencester, Gloucestershire

4. F/O. Donald A. Forsyth: NOTHING FURTHER KNOWN

5. F/Sgt J. Derham: NOTHING FURTHER KNOWN

6. Sgt Samuel Joseph Watson: Bio from the Watson family:

The following account is compiled from letters, newspaper cuttings and conversations that we had with our Dad, Samuel Joseph Watson.

Samuel Joseph Watson, usually known as George was born on 5th October 1924 in Woodford, Essex. He was the only child of Samuel Edward Henry Watson and Alice Watson. Later the family resided in Goodmayes, Ilford.

He joined the RAF in 1943, age 19 years and following initial training and then Operational training at No 11 base, was posted to RAF Kelstern on 20th April 1944 to start a tour of operations.

The aircraft had taken off at 2305 hrs, the target being Achères marshalling yard north west of Paris, but did not return and was thus recorded as ‘missing’ in the Squadron Operations Record.

Our mother Beatrice Whitehead (then girlfriend) wrote to the Squadron Leader asking for information on 12th June and promptly received a letter to confirm that the aircraft was missing. (Shown below)

As clearly documented by Bill Geeson (pilot)

‘We approached the target at about 2,000 feet, had our bomb doors open and were lining up on the target. One of the night fighters managed to get underneath us. We were hit by the first burst from him, there was no tracer used. We had Fishpond (a radar detection device) but this failed to detect the fighter and I should imagine it was then that the rear gunner was killed. Working with the mid-upper gunner I managed to carry out a corkscrew.’

Unfortunately the starboard wing caught fire and the pilot ordered everyone to bale out. Dad and the remaining crew parachuted out through the front of the aircraft through flames.

Unfortunately his parachute caught between two trees in the Forest of St. Germain. To avoid capture he released himself from the harness and dropped to the ground from a substantial height (about 20-30 feet) resulting in a broken back and both legs paralysed.

He believes he was unconscious for about 2 hours, although he had no way of being sure as his watch broke when he fell and it was still very dark and quiet in the forest. He was in severe pain and gave himself ‘shots’ of Morphine so that he could drag himself around the forest and using his emergency rations to sustain him, he tried to find help. After about 3 days he came upon a French farmer working in the forest who suggested using his donkey to transport him to safety. Dad declined and asked him to fetch the Germans as he was in such a serious condition.

He was taken on a stretcher by the German Red Cross, to a house that seemed to be a German army post where Dad remembers allied parachutes hanging from one of the ceilings. A German Red Cross ambulance then transported him to Luftwaffe Hospital Beaujon in Clichy, Paris.

A German professor told him he could do an ‘experimental’ operation on his vertebra or spend the rest of his life in a wheelchair with no chance of fathering children. He opted for the operation. Dad believed his operation to be on or around 16th June 1944.

To ensure further nerves were not damaged during the 12 hour operation a local anaesthetic was used instead of a general anaesthetic.

He was then put into an almost full plaster cast and, although he was a patient, he was also a Prisoner of War in hospital. He always said that he was treated very well by the staff and was very grateful for a German orderly getting his watch repaired.

After a period of time, he began to feel pin pricks in his right foot and eventually normal feeling returned to his leg. He experienced only some sensation in his left foot and lower leg. He was scheduled to have another operation in the hope of a further successful outcome but with only 2 days until the operation the Free French of the Interior (FFI) followed by American forces liberated Paris and took over the hospital. Sadly the second operation never took place which meant for the rest of his life he had to wear a knee length calliper and specially made shoe. Despite this, he was extremely grateful and indebted as are we his children to the German professor, it is believed his surname was Pennybacker.

The Germans had taken all the walking patients as prisoners when Paris was liberated but thankfully they had to leave the bed cases such as Dad to be looked after by the FFI.

Once the Americans arrived and took over the hospital they took him by ambulance to an American airfield and evacuated him to an American military hospital in England on 29th August 1944, and then onto RAF Hospital at Wroughton.

Above: Dad repatriated 11/11/1944 at RAF Hospital Wroughton

Mum was now able to visit him in hospital having waited 3 months for any news as to whether he was alive. She travelled as often as she could from Manchester to Wroughton to visit and was very proactive in encouraging him in his rehabilitation, which enabled him on their wedding day, Boxing Day 1945, to walk down the aisle with the use of a walking stick and knee length calliper on his left leg.

Above: Wedding Day: 26.12.1945.

He continued to defy all odds by fathering four children, 2 sons and 2 daughters.

Having been medically discharged from the RAF he joined the London Bedding Centre in Knightsbridge as a salesman. Our family of 6 moved to Chichester in 1957 for Dad to become General Manager of John Perrings furniture store and later Internal Auditor for the company until his retirement.

Despite suffering such life altering injuries he wanted to lead as normal a life as possible, engaging in games as much as he could and teaching us to swim in the sea. However, throughout his life he did suffer flashbacks and nightmares of the aircraft being on fire which was very traumatic for him and Mum. This may well have been what we now know as Post Traumatic Stress Disorder (PTSD).

Not wishing to be defined by his disability he not only held down a full time job and father to a young family but felt the desire to contribute and help others. To this end he became involved in local politics which included him holding the position of Mayor of Chichester. In this role he was instrumental in establishing the Twinning of Chichester with Chartres in France.

Above; 25th Anniversary of D-Day June 1969 Cutting from local paper: Dad made an Honorary Citizen of Chartres

Above: 1979: Cutting from local newspaper-The man who ‘died’ twice.

Above: Early history of the 625 Squadron Memorial Cairn. Courtesy of Christine Jenner.

His personal challenges and experiences may well have led him to become Secretary of the RAF Association where he was very involved in ensuring that ex-aircrew suffering ill effects from their service were awarded appropriate pensions.

As an early member of the Aircrew Association he and the Treasurer Mr Ernie Casey were responsible for organising the Annual Dinner Dance which was held in Eastbourne in 1984. This was the first time it had made a profit and they subsequently started the Aircrew Association Charitable Fund with the proceeds. This fund went on to help many hundreds of Aircrew from all Armed Forces and their next of kin, serving or retired.

He regularly attended and supported the Caterpillar club of which he was a member and Squadron reunions.

Above: 1980: International Air Day at RNAS Yeovilton
Dad standing in front of the Battle of Britain Flight Lancaster (City of Lincoln). Flew with them for the display (arranged by G.S Watson whilst stationed at RNAS Yeovilton) as a complete surprise to Dad.

Above: 09.04.1983: Aircrew lunch at Goring on Thames with President of Aircrew Association, Sir Arthur Harris MRAF, front centre with cane. Dad second from the left with Mum third from left.

Dad always had a strong desire to revisit the forest of St. Germain and try to identify where he had landed when he baled out of the aircraft. Although he visited the area several times he was never able to identify the exact spot or retrace the journey taken from the Forest of St. Germain to Hospital Beaujon in Clichy.

It was also important to him to find the final resting place of Leslie Dunn the rear gunner who lost his life that night. He contacted the Ministry of Defence and War Graves Commission and was able to locate his grave at Dreux Communal Cemetery which he visited. On the 11th June 1983 he laid a wreath in remembrance on his grave.

Above: 11.06.1983: Visit to Leslie Dunn’s grave at Dreux Communal Cemetery France

Sadly Dad passed away on 21st August 1988, aged 64 years.

Christine Jenner

Photos courtesy of the Watson family. Analysis and identification by John Naylor.

Many thanks for sight of these. They are incredible photos. Let me start by saying that they were all taken at the same time, apart from photos No.9 and 13. All of the group photos, (except 9), were taken by Bill Geeson, the Pilot, as he is the only one not in them.

I feel they were planned ahead of time, and to deliberately include the two ground crew members. I am not convinced that they were actually 'Bombing up' at that time, but it was probably arranged to look so. There would have been far more activity around the aircraft during 'Bombing up’, and the departing Matador re-fuelling truck would indicate she was in early stages of being prepped up for the coming flight. The covers are still on the wheels and the gantry still in place between the starboard engines, indicating the engine covers have only just been removed. If anything, it looks like she is being prepared for an air test, and I note the Navigator wearing gloves, so it was certainly early morning.

The photos themselves are almost self evident, as far as recognition goes, and there are a few 'giveaways'.

OK, so here goes on the group photos.

Above: Left to Right, Top Row. Sgt Derham, Sgt Watson Next Row. In car, F/O Forsyth (Canada on shoulder), F/O Smail (scarf) Bottom Row. Ground Crew, Sgt Dunn, Sgt Dawson.

Above left: Les Dunn (Rear Gunner) Right: Bill Smail (Navigator)

Above: Eddie Dawson (Flight Engineer)

Above: (bomb load). Rear Row, left to right. Sgt Dawson, Sgt Derham, F/O Smail, (scarf), Sgt Dunn, F/O Forsyth,(Canada brevet), Sgt Watson. Bottom Row. left to right. Ground Crew, Ground Crew.

Above: Bill Geeson (Pilot)

Am working still on this. I am sure it was taken at one of the 5 x Air Gunners Schools, and will forward findings later. It could be a 'Passing Out' Photo of a group, as they are all in No.1 uniform.
Dad bottom row, first left. Others: ?Ned Hanson, Red Grayson, Ken.

Now to the photo of Sgt George Watson. I have trawled through countless pages to try and identify where this was taken. Though it has not been possible to identify the others,(as yet), I am convinced it was taken at No.9 Air Gunners School at RAF Penrhos in Wales. The wooden hut is indicative of the school there, and Penrhos unusually taught their classes in numbers of 6 to each class. The photo is certainly a 'passing out' one, just as they received their brevets. I am still going to try and identify the others in slow time. It would help if we knew if there was a log book entry for Penrhos?

Above: ‘G’ for George Controls

Above: Don Forsyth (Bomb Aimer)

Above: Jeff Derham (Wireless Operator)

Above: Dad in mid-upper turret

Above: Dad in training uniform 1943

7. Sgt. Leslie Turner Dunn was born in 1922 at Newport, Monmouthshire, Wales, the son of Claude William Atkins Dunn (an Insurance Agent) and Edith Dunn formerly Jenkins (née Turner).
He had two siblings: Vera E. Dunn born 1914 and Hilda L. Dunn born 1916.
In 1939 the family lived at 1 Sutton Road, Newport, Monmouthshire, Wales.

BURAIL DETAILS:

7. Sgt. Leslie Turner Dunn was buried at DREUX COMMUNAL CEMETERY, France, Row 2. Grave 5. Epitaph reads:

“Reunited"
All Things, O Lord, are Thine,
And of Thine own
Have we given Thee

DECORATION RECOMMENDATIONS:

1. F/O W.P. Geeson 150239: DFC.

2. Sgt E. Dawson 1590916: DFM.

3. F/O T.W. Smail 136863: DFC.

4. F/O D.A. Forsyth J24214: DFC.

5. F/Sgt J. Derham 1436805: DFM.

6. Sgt S.J. Watson 1895727: DFM.

7. Sgt L.T. Dunn 1650666: DFM.

AUTHOR’S NOTES:

For some reason 625 Squadron had bad karma when it came to the three triple loss raids of the D-Day campaign. The loss rate for the Mailly-le-Camp raid was 11.6%, yet the Squadron would lose three aircraft of the fifteen detailed for a loss rate of 20%. The loss rate for the Achères attack was 4.1% and the Squadron had three of eighteen fail to return or 17%. And finally, the Vierzon raid had a loss rate of 11.8%, with the Squadron losing three or four of nineteen to twenty with a rate of 16 to 21% (ND975, SDF from Binbrook with a 625 Squadron crew). It all depended on Lady Luck and which crews were in the wrong place at the wrong time. In particular this applied on nights with good visibility and the moon in the sky, creating perfect conditions for Nachtjagd crews vectored early into the bomber stream—a bomber crew’s nightmare.

F/O Geeson and his crew were the fortunate ones of the three lost on the Achères attack, with the loss of their rear gunner, most likely as a result of the first Nachtjagd attack. This is supported by Lt. Briegleb’s combat report of ‘no return fire’.

It is remarkable and testimony to F/O Geeson’s leadership, crew training and discipline, that the remainder of the crew was able to abandon the aircraft, at low altitude, despite a devastating attack leaving their aircraft in flames. It was a fine line, between a miracle and disaster, as this crew had just sufficient altitude for their chutes to deploy. Despite this, several still sustained significant injuries requiring hospitalization. It is no wonder Lt. Briegleb did not report seeing parachutes.

From a medical perspective the loss of LM139 and her crew provide a longitudinal study of the psychological and physical impact on a crew serving on Bomber Command. The brief summary, 1KIA 1POW 5E, does not do justice to the trauma this crew suffered on their last op, which would be burned into their memories for the rest of their lives.

It is apparent F/O Geeson recovered rapidly from his soft tissue injuries, yet suffered from untreated post traumatic stress disorder (PTSD) to the end of his life. In particular, he was guilt ridden with the loss of his rear gunner. It is most likely he was killed during the first night fighter attack and there was nothing F/O Geeson could have done to prevent it.

Two of the crew sustained significant injuries resulting from their chutes hanging up in trees, necessitating a free fall from substantial heights. Sgt Dawson suffered from a closed head injury and possible skull fractures, with a concussion that resolved with time and apparently without sequelae. However, he was captured by the enemy and had to suffer the next ten months as a POW, including the forced march in severe weather conditions, leaving him with an indelible psychological scar.

However, Sgt George Watson would have the most life altering injuries of the entire crew. His free fall from a considerable height resulted in multiple traumatic injuries, mainly to his low back and lower extremities. He required multiple orthopaedic procedures to save his leg. Despite a medical prognosis that he would never walk again or have a family, his determination and perseverance proved the profession wrong on both counts. Albeit he did require a ‘stick’ to walk.

It appears that F/Os Forsyth, Smail and F/Sgt Derham survived the bale out relatively unharmed. The horrors of their abbreviated tour of duty terminated by a chaotic bale out would also have afflicted them with some degree of PTSD.

From the personal accounts of LM139’s crew it is apparent they could not have left her any later without further loss of life. It was that close and F/O Bill Geeson is to be commended for his leadership and courage in staying at the controls of a doomed aircraft, until all who could had baled out. Only then did he follow.

We are aware of several losses that illustrate the fine line between survival and the bale out altitude cutoff:

LL956. A rookie bomb aimer on his first op, tarries too long before jumping.

ND688. A wireless operator makes a last second escape via the cockpit roof escape hatch.

KB859. A pilot is saved by a large manure pile after an attempted forced landing is precluded by a low altitude explosion.

There is one member of this combat team that cannot be ignored— Lancaster Mk I LM139. Remarkably this aircraft was able to auto-land without a pilot at the controls, only with the assistance of his safety harness wrapped around the yoke to maintain a stabilized descent.

This would not be the first or the last time a Lancaster would return to Mother Earth, in a state of unbelievable destruction, often beyond the state of repair, leaving aircrew, ground crew and structural engineers scratching their heads in disbelief. It appears that the design and construction of Lancaster aircraft built in an innate survival instinct, bearing almost human characteristics. Amazingly, she never lost affection for the airmen who repeatedly ‘lubricated’ her tailwheel before each op. They referred to her as their Beauty or Queen of the Skies. To Sir Arthur ‘Bomber’ Harris she was his Golden Sword.

Another example of a Lanc auto landing and saving the entire crew, with a tangential connection to 625 Squadron:
https://aircrewremembered.com/hannah-harold-allan....

Above: Lanc mimicking a Mossie on one engine! Note camouflage effect.

This photo illustrates the brute workhorse strength and durability of this aircraft design, despite the engine variant. It also provides a remarkable demonstration of the camouflage effect of the starboard wing. Ironically this would be of benefit only during daylight ops. I have to admit I have personal affection for the Mk I and III variants flown operationally by the Squadron—Merlin magic!

Photo Analysis by John Naylor:

Now, on to DS704 of 408 Sqn, Linton on Ouse. Though I cannot confirm my hypothesis, I feel this photo was probably taken by Armstrong Whitworth at Baginton near Coventry, where she was built. I feel she is on Air Test, and her other three engines have been shut down, to prove that they could be re-started by the number one engine, as designed. She has no codes applied yet, and only served with 408 Sqn. She looks brand new. As a matter of interest, the Hercules Engines rotated clockwise, as opposed to the Merlins, anti-clockwise. It seems the photographic aircraft is deliberately positioned to catch this event.

My thoughts only of course, in the absence of any other information. The countryside below, is indicative of the midlands area around Coventry.

A further note on the photo of DS704 on one engine. I forgot to mention that the crew in the cockpit are wearing white coveralls, indicative of the test crews that Air Tested the aircraft before delivery to the Squadrons. I also noted the rear turret being activated, to probably test the turning circle—Blow the picture up. If you look at the top of the rear turret, the two glass panels are at an angle. Also, there is a shadow on the right hand side that shows it is turned slightly to the left.

This all enforces my original theory of being flown out of Baginton, by Armstrong Whitworth test crews.

Note: DS704, EQ-W, MISSING, Frankfurt, 20/21.12.43., 2KIA 1POW 4E.
https://aircrewremembered.com/morrison-les.html

The crews of the other two Squadron aircraft lost on this raid would not fare as well. Sadly, there would be no survivors from P/O Dudman’s crew in ND742, or from F/O Malin’s crew in LL897.

For the crews of the seventy-four Squadron’s aircraft who failed to return from Operational (72) and Training flights (2), their lives would be significantly impacted— for the majority in a catastrophic fashion. Of the total of 523 airmen involved, 389 were killed or missing in action, nearly a 75% fatality rate. The survivors included 46 POWs, 16 evaders, 12 injured, 47 safe and 13 unknown to date, as POWs, evaders or a combination. Three of the Operational aircraft had an eight man, second ‘dicky’ crew:

LM512: https://aircrewremembered.com/cornish-howard.html

LL956: Above.

PD204: https://aircrewremembered.com/mooney-joseph-fred.html

Two airmen were fatally injured on Operational flights without the loss of the aircraft or injuries to any other crew member:

ND995, F/Sgt F.P. Adams: https://aircrewremembered.com/elmhirst-baxter-john...

NG412, F/O D.N.A. Cooper: https://aircrewremembered.com/cooper-david-norman-...

In light of LM139’s loss, the sixteen Squadron airmen who evaded capture and the citizens of Occupied Europe deserve special mention. These few ‘lucky’ individuals were able to savour the best of both worlds—caught in ‘no mans land’. They did not have to suffer the hardship of a POWs lifestyle or the horrific, cross-country march in winter conditions at war’s end—after months of starvation with inappropriate clothing and footwear. In addition, and perhaps more stress relieving was the fact they would never have to face the grim chances of surviving a tour of ops. For them the war was over. The fear of traumatic death almost negated. The majority of evaders were in their late teens or early twenties and viewed their life as an evader as an ‘adventure’ they could endure and would never forget.

However, one has to remember for each evader there had to be citizens of the occupied country who offered him food and shelter. This assistance came with the risk of arrest by the militia or Gestapo, interrogation with torture and often execution. The risk was much greater for the citizen than the evader. These encounters lead to lifelong friendships and on occasion an evader sponsoring a family’s postwar immigration to their home country. This is exemplified with the loss of ND641, with sole survivor, Sgt Frank Magee, sponsoring Dutch farmer, Harry van Geuns, who first sheltered him after he baled out, to immigrate with his family to Salmon Arm, B.C., Canada.

It is noteworthy that relatively few of the Squadron’s evaders were able to return to England prior to the D-Day softening raids. Following these raids the majority of evaders would not return to friendly territory until liberation by the Allied armies as they fought their way eastward towards Berlin.

It is also sobering the final push into Germany resulted in a dramatic decrease to no evaders. For bomber crewmen baling out over Germany their fate was as a POW or murder at the hands of vengeful citizens or the Gestapo. Their only hope for compassion would be to surrender to a member of the Luftwaffe, sympathetic to their dire situation.

During the final months of the war POWs were forced to march west under armed escort, ill equipped for this ‘adventure’ in severe winter conditions. Many did not survive and a good number elected to ‘graduate’ from POW to evader, and take their chances in an extremely chaotic situation.

The challenges these young airmen were confronted with are graphically chronicled in Russell Margerison’s book, Boys at War, and the archive report on the loss of Lancaster ND571, F/O Sidebotham and crew.

https://aircrewremembered.com/dowden-max-eugene-1....
https://aircrewremembered.com/sidebotham-george-ro...

We are aware of only one 625 Squadron crew member who was killed during the march west. Ironically, the navigator of JA862’s crew, W/O F.T. Price (POW# 1615), died on April 30, 1945, eleven days following friendly fire, after RAF Typhoons attacked their train. W/O Price was wounded in the thigh by a cannon projectile. This would have been difficult news for his widow, Margaret, to absorb as she would have been aware he had survived as a POW for fourteen months, anticipating his return home in the near future—following liberation.
https://aircrewremembered.com/douetil-barry-nicholas.html

625 SQUADRON EVADERS:

1. Sgt D. Brown 1604293: ND461, 27/1/44, F/O R.J. Cook

2. Sgt D.S. Beckwith 1481231: ME684, 24/3/44, F/L N.A.W Clark

3. Sgt J.B. Remington 1580259: ME684, 24/3/44, F/L N.A.W Clark

4. Sgt J. Munro R191440: 24/3/44, F/L N.A.W Clark

5. Sgt F.B. Magee R109371: ND641, 24/3/44 W/O II J.D. Owen

6. Sgt P.J. Evans 1387533: ME697, 3/5/44 S/L R.W.H. Gray

7. F/O W.P. Geeson 150239: LM139, 10/6/44, Pilot

8. F/O D.A. Forsyth J24214: LM139, 10/6/44

9. F/O T.W. Smail 136863: LM139, 10/6/44

10. F/Sgt J. Derham 1436805: LM139, 10/6/44

11. Sgt S.J. Watson 1895727: LM139, 10/6/44

12. F/L J.C. Elmhurst-Baxter 119545: PB126, 30/6/44,Pilot

13. F/Sgt J. Blakey 1582692: PB126, 30/6/44

14. F/Sgt A.J. Foley 658426: PB126, 30/6/44

15. W/O W.J.E. King A417084: PB126, 30/6/44

16. F/Sgt F.O. Evans A417950: PB126, 30/6/44

We note that the only evader to return to the Squadron before liberation was the first to be shot down, Sgt Dennis Brown of F/O Roy Cook’s crew. We are most grateful to co-author, Maureen Hicks for sharing this event from the text of Russell Margerison’s Boys at War:

Boys at War - Evading capture

CHAPTER SEVEN - page 44

On March 27th (sic 1944) all crews met in the crew room in order to meet our new Squadron Commander, D.D. Haig. He was a smart chap, of some 28 years, and as he sported a DSO and DFC had obviously seen more than his fair share of operations. He gave us a brief and jocular introductory chat rather than a speech - thereby favourably impressing us - and ending by saying:

'That's all for now chaps apart from one item of good news I have to impart. Sergeant N.D. Brown, Flight Engineer, who was reported missing on 27/28 January, has evaded capture by the enemy and is now back in England. He is the first man from this Squadron who has done so since its formation.'

A cheer went up from all present, mainly because good news of missing crews was always welcome and encouraging. It seemed as if we clung to a very misleading belief that men always baled out and never got killed.

'That calls for a celebration,’ said Dick. 'We haven't been out for a bit.’

'Okay, Okay,' drawled Max. 'We'll all go. But take it easy. We're not on training station now.'

A few crews gathered together in a pub in Louth that evening for a not too riotous time, but during which Max had to take more than a reasonable amount of leg-pulling, being the only American present……….

It is noteworthy the loss of three aircraft, ME684, LM139 and PB126 accounted for thirteen ( 80%) of the evaders, due to the manner in which the bale out procedure was handled by the pilot and crew teamwork, to ensure all who could, did so—escaping with their lives and relative freedom. This epitomizes the brilliance of ‘crewing up’ conceived by Bomber Command senior staff, cementing individual crew members into efficient, cooperative, combat teams. This enabled crews to repeatedly return to the horrors of operations, minimized airmen going ‘lack of moral fibre’ and maximized survival chances when circumstances became dire.

SHOT DOWN AND ON THE RUN by Air Commodore Graham Pitchfork.

Front Cover- SHOT DOWN AND ON THE RUN

Published in 2003, this captivating read chronicles the history of aircrew evaders during WWII. It is well researched and written, and includes the formation and administration of Military Intelligence Section 9 (MI 9). This encompasses the strategies developed to aid airmen shot down over enemy territory to escape and evade capture. It focuses on the various cultural and unique environmental situations encountered in North-West Europe, Middle East and Mediterranean, and Far East theatres.

The Escape and Evasion Organization (MI 9) was established in December 1939 within the Directorate of Military Intelligence (MDI). It was responsible for preparing and facilitating the escape of British and Commonwealth POWs and evaders to return home.

Major Norman Crockett DSO MC was placed in charge of MI 9 and would fulfill this role with distinction to war’s end.

Brigadier Crockett-the mastermind of wartime MI 9)

Preventive training lectures were developed early in the war and and amended as the war progressed. They were given to Operational Training Units and operational squadrons by Intelligence Officers. Emphasis was placed on evasion, early escape if captured and prisoner-of-war security. However, two environments dictated that survival had crucial priority—the jungle and desert.

Aircrew were advised to keep their escape aids in a safe place, not to be left behind in the event of baling out or a crash landing. During daylight hours it was important to delay chute deployment as long a possible to provide enemy forces less time to reach the landing point.

On landing the first task was to find cover and bury the telltale chute. Crews of large aircraft were to divide into small parties and the navigator was to provide their approximate position.

Military insignia was to be removed with the exception of identity tags.

The crash site would be the focal point for the enemy to start an immediate search for survivors. It was emphasized the search would be carried out in a radius five miles from the site and they should move out if it as soon as possible. It was recommended to wait three days before attempting to contact help, relying on escape kit rations.

It was stressed to aircrew the punishment for aiding an evader was death.

Prior to each operation bomber crews collected their escape and evasion equipment, a number of aids especially designed to sustain and guide their return home. These items were well conceived and modified with time and adapted to specific theatres of war.

The essentials included a map, compass and concentrated food. Unfortunately, there was one critical ‘item’ that eluded manufacture—luck. Silk maps and miniature magnetic compasses were developed to be concealed in uniforms and boot heels. New flying boots came with knife in the top of the right boot that could convert them into walking-shoes.

The escape aid box also contained the following items: concentrated food consisting of malted milk tablets, Horlicks tablets, chocolate, a few benzedrine tablets, some halazone tablets for water purification, matches, rubber water bottle, magnetized razor blade, needle and thread, and a fishing line. With sufficient nourishment for 48 hours. In addition, each Mae West came with a whistle, colour dye markers, knife, battery and lamp.

Additional items included currency, individual photographs for identity disc forgeries and over Far East and Eastern Europe, Russia in particular, blood chits to overcome language barriers and as a pledge to helpers on liberation.

Part One of this book, in the first 30 pages, covers in detail the training and preparation of aircrew to succeed as evaders.

Parts Two to Four, in the following 240 pages, provide graphic examples of theory put into practice. These are broken down into the three theatres of war noted above. With the 30 (RAF 19, RCAF 8 and 3 RAAF) examples provided one cannot help but admire and empathize with these young airmen landing in a foreign country, calling on their innovation, resourcefulness and perseverance to survive and escape captivity. Their courage and determination did not go unrecognized as this group was awarded 4 DSOs, an OBE and at least one DFC.

It is impossible to compare the hazards between the different theatres but the desert and jungle presented unique threats that often required survival before escape and evasion. The desert environment threatened death by dehydration and heat prostration—the jungle, termites, leeches, snakes and on one occasion a black panther.

The Far East was the most hostile for aircrew survival. The statistics for Burma for the seven months prior to March 1945 are horrific. Of 176 airmen shot down, 166 (94%) disappeared without a trace, of the surviving 10, 7 (4%) became POWs and 3 (2%) evaded!

It is noteworthy the escape kit for Far East crews was significantly modified for the climate and critters. They were supplied with a special Beadon suit and British Army marching boots.

Their jungle survival kit included: hunting knife, machete with sheath, jungle gloves and leech sticks.

Methods and routes of repatriation were varied and unpredictable depending on circumstances—some circuitous and some by direct flight or voyage. In Europe the majority via the escape routes to Spain then via air or sea from Gibraltar to England. From Sweden the usual mode was in the unheated bomb bay of a BOAC Mosquito, equipped with a flight suit and oxygen mask. Other aircraft included the Westland Lysander and L.5 Sentinel light aircraft. Motor gunboats (MGBs) were pressed into service to retrieve evaders from Bonaparte Beach on the Brittany coast. Prior to D-Day this delicate and dangerous operation was responsible for retrieving 128 airmen and seven agents.

One escape route deserves special mention—The Shetland Bus. The Royal Norwegian Navy Special Unit operating from Scalloway in the Shetland Islands, was detailed to supply the Mil. Org. of the Norwegian Resistance, shuttle agents and retrieve wayward aircrew. The driving force behind this Unit was respected Norwegian sailor, Lief Larsen DSC, CGM, DSM and Bar.

Just after midnight on September 26, 1944, F/O Gordon Biddle and his RCAF crew departed Wick, Scotland, on an anti-submarine patrol of the Norwegian coast. Several hours into the fight the starboard engine exploded in flames and was shut down. Subsequently, a fuel jettison malfunction left them with insufficient to return to base. F/O Biddle was able to carry our a forced landing in the rugged terrain of the west coast of Norway, south of Bergen.

With the aid of the local citizens and the Norwegian Resistance, this six man crew evaded capture and on October 11, Skipper Larsen and crew in the converted US Navy submarine chaser, Virga, under the cover of darkness, plucked F/O Biddle and crew from near a German naval base. After a rough crossing they returned to Base in the early hours of October 12th.

In Norway the affected citizens were rewarded with the BBC transmission: ‘It is raining in the mountains’—The Canadians have arrived back safely.

At war’s end Leif Larsen was awarded the DSO for carrying out many clandestine operations in the Virga—the citation mentioning his rescue of the six Canadians.

Several evasions standout amongst the others:

FROM SICILY TO SWITZERLAND

On July 10, 1943, F/L Tony Snell departed Malta, leading a section of Spitfire Vc aircraft, detailed to provide air support for the amphibious landings near Gela, Sicily. Following an attack by a Me 109, his engine caught fire and he was forced to crash-land a few miles north of the Allied positions.

His evasion saga was one of the most remarkable by an RAF airmen during the war.

After surviving a strafing by the enemy fighters, he was captured the same evening, escaped an attempted execution with significant injuries, recaptured, hospitalized requiring blood transfusion and surgery to remove bullets and shrapnel fragments.

On September 26, he was able to escape by jumping from a hospital train bound for a German POW camp. With the aid of the Italian Resistance movement he was able to evade capture and on December 4th, with the aid of two guides, crossed the Swiss border.

After recovering from his injuries, he finally returned to England in October 1944.

In July 1946 he was awarded the DSO, one of the very few for escaping from the enemy.

SOLO FROM HOLLAND TO SPAIN

One of the more tragic and ironic evasions was that of F/L Julian Sale.

He was the Captain of a 35 Squadron Halifax detailed to attack Duisburg on May 12/13, 1943, when they were shot down by a German night fighter near the Dutch town of Haaksbergen. The aircraft exploded and he was thrown clear, losing a flying-boot in the process.

Over the next three months, with the aid of local Dutch, Belgian and French citizens, he was able to walk and cycle over 800 miles, without the support of any of the escape lines—the only exception being three short train or bus trips.

On June 25th he traversed snow drifts on a 7,000-foot mountain into Spain, and left Gibraltar on August 5th, arriving at Liverpool five days later, three months after ‘baling’ our over the Netherlands.

For this epic journey, one of the longest solo evasions of the war, he was awarded the DSO. The citation reads: His unconquerable spirit of determination, great gallantry and fortitude have set an example beyond praise.

However, F/L Sale’s story does not end here. Deemed not to be a risk to the underground if shot down and captured, he returned to his Squadron in the Pathfinder role, promoted to Squadron Leader.

In a subsequent raid he he elected to crash-land his burning aircraft to save the life of a crew member whose parachute had been destroyed in the fire. He was awarded a Bar to his DSO for this “outstandingly courageous action”

Several months later he received the DFC for his “gallantry as a Pathfinder leader”.

On February 19, 1944, he was detailed to target mark Leipzig. A night fighter attack set his aircraft on fire and seriously wounded S/L Sale. Despite his injuries, he managed to bale out but sadly died from his wounds on March 20, 1944, in captivity.

OPEN BOAT TO AUSTRALIA

In January 1942, Wing Commander John Jeudwine assumed command of 84 Squadron equipped with Blenheim IV bombers in southern Sumatra. The Japanese advance forced his depleted force to redeploy to north-west Java and in short order had to destroy his aircraft and equipment, and move to the port of Tjilatjap on the south coast to be evacuated.

Confronted with a chaotic situation, W/C Jeudwine was able to locate two ship’s lifeboats and a small motor launch. His men were able to acquire a sextant, ship’s compass and an old Bartholomew’s school atlas. With a good supply of food and water the plan was to use the motorboat to tow the lifeboats, each carrying 30 men, to open sea until fuel was exhausted and the lifeboats would sail to Australia.

With the docks under attack, this convoy departed at 11 p.m. on March 6, 1942.

In short order the launch got into trouble, was wrecked and one lifeboat was badly holed on a reef.

Faced with a major dilemma W/C Jeudwine consulted his men before deciding that one lifeboat manned by a crew of 12, consisting of four officers and seven Australians who had volunteered to fight with the RAF. It was estimated to take 16 days to reach Roebourne on the north Australian coast, 950 miles away.

They set sail on March 7th in their 30 foot boat named HMRAFS Scorpion, in respect of the Squadron’s badge.

Their epic adventure included repeated rudder failures, storms, and encounters with a Japanese submarine and a 60 foot, affectionate whale—without loss of life!

After 44 days at sea they finally landed on Fraser Island, a mere 50 miles west of their intended destination—unable to stand. Over the next two days they were ferried by a US Navy Catalina of Patrol Squadron 101 to the amazing hospitality of USS Childs.

In 47 days they had sailed 1,500 miles in a leaking boat with a jury-rigged rudder and a faulty watch.

W/C Jeudwine was awarded the OBE for his “outstanding leadership during the voyage of the Scorpion.” He was also awarded the DSO and DFC for his command of bomber squadrons.

Sadly, he was killed in a flying accident after the war.

RESCUE FROM PAPUA NEW GUINEA

On November 3, 1943, W/C Bill Townsend and his navigator, F/O David McClymont departed Goodenough Island, Papua New Guinea, in their A-20C Boston bomber, detailed to bomb Japanese landing barges at Palmalmal, New Britain island. W/C Townsend was the Commander of 22 RAAF Squadron.

Just after releasing his bombs in a low-level run, their aircraft received a direct hit from anti-aircraft fire cutting off fuel to the engines and causing a fire. The crew survived the ditching and quickly paddled their dingy to the nearby shore, disappearing into the overhanging jungle.

Equipped with their emergency supplies including a jungle knife, groundsheet and 15 days of rations, and the briefings on survival procedures they proceeded to follow a compass course inland. After ten days they came across a village of friendly natives who informed them of Captain Ian Skinner, the leader of a group of ‘Coastwatchers’, men who worked in Japanese-occupied territory reporting by radio enemy forces activity.

For the next month they were hosted and kept out of harms way by Golpak, the chief of the Mengen group of villages. In fear of endangering the natives the airmen joined Capt. Skinner on December 20th. In the process they were introduced to Lt. Fred Hargesheimer, a USAAF photo-reconnaissance pilot, who had been shot down six months earlier.

On January 30, 1944, a radio message was received by ‘Coastwatcher’ Sgt Matt Foley: Airmen can be evacuated. Four days later a most unusual retrieval took place at night near the outlet of the Korinindi River. Two rubber boats from a submarine plucked the three airmen from the beach and they scrambled down the conning tower of the USS Gato, to be welcomed by the captain, Lt/Cdr Bob Foley—followed by hot baths, food and a warm bed. There can be little doubt their ticket to freedom was Lt Hargesheimer USAAF.

Postwar Chief Golpak was made a Member of the British Empire for his courageous service to the Allies throughout the war.

Bill Townsend achieved the rank of air vice-marshal to become the Deputy Chief of the RAAF Air Staff.

Ian Skinner was awarded the MC for his wartime service.

Fred Hargesheimer never forgot his helpers, ‘who saved my life’. He raised money to build a school for the native children, which was opened at the village of Ewasse, where he first met the two Australians. He taught at his ‘Airmen’s Memorial School’ for four years and he and his wife returned almost every year, devoting their retirement to raising money to improve the school facilities for future generations of native children.

At war’s end MI 9’s work focused on identifying the very many helpers in order to offer compensation and expenses, and identify those deserving awards. An awards bureau was established in the fall of 1944 to vet claims and to establish those justifiable. This included the task of identifying and recommending gallantry awards in recognition of their courageous services.

With this in mind a new medal, ‘The King’s Medal for Courage in the Cause of Freedom’ was instituted by Royal Warrant on August 23, 1945: to be awarded to men and women, both military and civilian, ‘for acts of courage entailing dangerous work in hazardous circumstances, in the furtherance of the Allied cause’. Of the 3,200 awards, many were made to those who provided aid to evading airmen.

DEDICATION AND TRIBUTE to the air gunners of the Squadron and all heavy bomber squadrons who operated in the dangerous skies over Occupied Europe:

Of all aircrew, the two aft of the main spar, had the unenviable task of fending off aggressive and determined Nachtjagd crews, committed at all costs, to prevent them from competing their task.

The loss of LM139 epitomizes the risks faced by air gunners— serious life altering injuries or sudden death. With introduction of the Schräge Music weapon system the odds against survival of Bomber Command crews plummeted. A two-second firing pass by an experienced Nachtjagd pilot could could turn a four engined heavy bomber into an inescapable inferno. Most often without sighting or warning!

Of the Squadron’s seventy-four aircraft lost during its eighteen month operational history, only two were lost to training accidents. In total forty aircraft were lost with the lives all on board, one was a training flight, lost without a trace—PB556, F/O Harris and crew. With the exception of LM512 and F/O Cornish’s eight man crew, the remainder had a compliment of seven souls on board. The majority fell to Nachtjagd crews equipped with Schräge Music.

The remaining thirty-four aircraft and crews comprised a potpourri from no fatalities (10), to six (7). It is not surprising the losses of individual crew positions reflected the hazards involved with the dynamics and responsibilities of the tasks at hand. With the Squadron, 17 mid-upper and rear gunners (50% of each) were KIA. In a freak accident F/Sgt Frank Percy Adams RAAF died from injuries when his rear turret separated on landing following an op to Achères, France. Read it here.

Fifteen pilots lost their lives struggling to maintain control in order for their crew to bale out.

However, one crew position stands out dramatically—bomb aimers. Nine were KIA (26%) compared to 25 (74%) baling out safely. This was accounted for by the bomb aimer’s proximity to the nose escape hatch and his role in the event of an emergency bale out, to release it and follow his Skipper’s command. Unfortunately, this emphasizes the one serious design flaw in the Lanc—the bottleneck obstruction created by an undersized escape route for the five crew members fore of the main spar. On many occasions there was simply insufficient time for them all to escape and deploy their chutes. Sadly, on many occasions the pilot and flight engineer drew the short straw and paid with their lives—finding themselves at an altitude below the threshold to safely abandon the aircraft before impact. However, on one occasion we know from eyewitness accounts the pilot and flight engineer elected to attempt a forced landing with their severely damaged Lanc. Sadly, 1st Lt Max Dowden and Sgt Frank Moody would lose their lives.
https://aircrewremembered.com/dowden-max-eugene-1.html

One would expect selection criteria for aircrew gunners by selection boards would have been youthfulness, sharp reflexes, visual acuity and marksmanship in training to hit a moving target. Coupled with this was the strength of character to endure isolation, temperatures as low as -40 degrees Centigrade and trips up to eight hours— realizing their turrets were the initial targets for attacking Nachtjagd pilots. Rear gunner first, then aim for the RAF roundel ‘target’, with the mid-upper next. Once the gunners were incapacitated, the chance of escape for the remainder of the crew was dismal, without warning of an impending attack and appropriate evasive action instructions.

The rigours of ops necessitated administration to prepare for last minute unserviceability of aircraft and airmen, by assigning a spare Lanc and individuals for each crew position, as ‘spare bods’ to fill in at the last moment. Almost without exception airmen were a superstitious lot. The magic cement holding a seven man crew together for the challenges of surviving a thirty trip tour, consisted of an unbreakable, good luck, golden chain. Unfortunately, it was impossible to complete a tour without having this bond broken by the intrusion of a ‘second dickey’ trip or a crew member replacement by a ‘spare bod’ due to last minute illness, late leave return to Base, or an airman refusing to fly due to ‘lack of moral fibre’ (LMF).

The vast majority of Squadron aircrew KIA were in their late teens and early twenties. However there were two outliers on the age spectrum.

P/O Roy Gallop was only eighteen, a battle hardened combat pilot, when he and his crew were lost on the January 30/31, 1944, Berlin raid, when their Lanc, JB122 fell to the guns of a night fighter. Sadly, F/O Al Normandin, mid-upper gunner of the crew, found himself in the wrong place at the wrong time. For this raid two of W/O J.D. Owen’s crew were ‘volunteered’ as spare bods’ for two different crews. F/O Normandin with the Gallop crew and Sgt Frank Magee as the bomb aimer of Sgt Bill Ashurst’s crew. They found themselves in the same crew bus to dispersals, wished each other “Good Luck”, promising to meet for the post op breakfast. Sadly, only Frank was able to keep his end of the bargain.

Seven weeks later W/O Owen’s crew would fail to return from the March 24/25, 1944, final Berlin raid. Remarkably, the sole survivor from his crew was the bomb aimer, Sgt Frank Magee. He would survive six months as an evader and live a full life into his nineties.

These two losses epitomize the magical aura of the seven link gold chain incorporated into the Squadron’s crest—the fundamental basis of ‘crewing up’.

At the other end of the spectrum was the tragic loss of P/O Seear and his crew along with Lancaster NG169 on the March 16/17, 1945 Nuremberg raid—the Squadron’s seventy-first loss, seven weeks before war’s end. Sadly, there were no survivors from this crew. Particularly tragic was the loss of rear gunner, Sgt Edmund Kenneth Day, 41 and eleven months! His loss would leave a widow and fatherless: Kenneth H. (13), Pamela J. (9), Jacquline A. (6), Brian D. (2) and John Victor (1).

It was not uncommon for a heavy bomber to return to Base from an op with one or both gunners seriously injured or deceased following a Nachtjagd mauling. 625 Squadron was a rare exception. Unfortunately, the Squadron would only suffer the loss of one gunner with a returning aircraft: F/Sgt Adams, who sustained fatal injuries when his rear turret broke free during the rollout.

One of the most poignant epitaphs was for 20 year old Sgt Peter Banks, mid-upper gunner, of Lancaster NG294, lost on the December 15/16, 1944, Ludwigshafen raid. He was the ninth of twelve siblings raised by his mother. His epitaph reads:

I was not there
To see you die,
To lift your hand,
To say good-bye, my son Peter

JEA

REFERENCES:

Geeson Family Collection
Watson Family Collection
625 Squadron ORB
CWGC Website
Aircrew Remembered Archive Reports
Bomber Command War Diaries by Martin Middlebrook and Chris Everitt
Nachtjagd War Diaries Volume Two by Theo Boiten and Roderick MacKenzie
SHOT DOWN AND ON THE RUN by Air Commodore Graham Pitchfork

CO-AUTHORS:

John Naylor
Maureen Hicks
Mike Edwards
Phil Townsend
Kelvin Youngs- Photo-editing
Roy Wilcock- Biographical Details of Crew

Submission by Phil Geeson, Christine Jenner, Graham Pitchfork and Jack Albrecht, in memory of Sgt Leslie Dunn with respect to his family. Special dedication to the French citizens who risked their lives in sheltering the evaders and special mention of the German professor whose surgical skill saved Sgt George Watson’s life.

Anniversary Commemoration June 14^th 2025 Bois d’Arcy France

Early in 2024 Maurice Riviere contacted us with regard to an anniversary of lost planes from 625 squadron. Regretfully, the unexpected resignation of the local Mayor caused this to be cancelled.

In 2025 we were contacted by Maurice for a rearranged gathering in June.

We booked a crossing in our camper van and informed Maurice and Jack Albrecht of our intention to attend this special event.

Prior to this we had provided an extensive archive from our family we had regarding my father, Pilot Officer Willian Geeson.

He served as a member of 625 squadron as a Lancaster pilot. He was shot down after D-Day, on the bombing run, during a raid on the local railway yard.

His rear gunner was lost but the other crew bailed out at a very low level and survived. My father was especially lucky in being hidden by the French resistance until Paris liberation by the Americans.

We arrived on the afternoon of the 13^th, and went to see the preparations for the 14th. Maurice and his friends were working hard to setup up for the following day in a local museum.

The museum was dedicated to WW2 American vehicles and over time a programme of ongoing restoration was taking place. Located on military land we learnt that they had been given notice and as a result had to relocate the entire collection.

Following a stay at a local farmyard in our camping van, we arrived early on the morning of the 14^th.

A selection of dignitaries arrived as well as Maurice and friends. We were presented to them and introduced ourselves.

The standard bearers displayed the various different standards for the event.

There then followed a service of remembrance to those lost during the raid.

Another relation of the LM139 crew, Christine Jenner, and historian Jack Albrecht attended via Zoom.

I was asked to make a speech to the audience in which I spoke of the sacrifice many young people made at the time. I made special reference to the men and women of the resistance without whom I would not have been there!

I was then presented a set of French Airforce wings— which moved me greatly.

After the event we travelled to a local restaurant for a lovely lunch in one of the old vehicles from the museum. The choice of a Chinese restaurant was a surprise but turned out to be excellent food and drink and a good idea.

The old vehicles gained a lot of interest from the local population as we drove along.

My thanks go to all those involved in the event and the affection held for those who fought to end tyranny during the war, and toward my father.

Phil Geeson 2025

Transport supplied

My wife and I with a picture of my father

The museum ready for the event

The guests to the event

For above photo from left to right :

1 – Commander Tanneguy AUDIC DE QUERNEN former vice president of ANORAAE of Hauts de Seine

2 - ?

3 – Lieutenant-colonel Aurelio SABELLA Vice-président of ANORAAE Yvelines (Air and Space reserve Officiers )

4 - ?

5 – Inspector- Général 5 stars of Air and Space Force Manuel ALVAREZ représenting The CEMAAE (Chief of Staff ot the Air and Space Force)

6 - ?

7 - ?

8 – Colonel Bruno LEMAIRE Président of ANORAAE IDFrance

9 - ?

10 - Jean Louis FANJEAU, Président of ANORAAE Yvelines

11 - In the background Jean Paul COURTANT représentative of UNIVEM (Military véhicules of WW2 museum.)

12 – Adjoint Jean-Pierre LAROCHE DE ROUSSANE représentative of Versailles mayor :François De MAZIERES

13 - Michel LOMMIS, Mareil le Guyon mayor, site of the Lancaster crash LM 135

14 - Victor DEVOUGE Sub-préfect of Versailles, représentative of the State.

15 – In the background Phil GEESON

16 - Kate GEESON

Présents at the ceremony but not appearing on the photo: Michel CONTE Président of Ailes Arcisiennes, Francois MOEBS, President of ANSORAAE Yvelines ,LE MARCHAND Adjoint representative of ELANCOURT mayor, site of ME 696 crash JC BATTEUX, mayor of Saint Hilarion site of LL 897 crash, Michel GRANDIN owner of wreckages of ND742 crash Eliane GRANDIN Association treasurer, Pascal BAVENCOFF from UNIVEM, Chantal RIVIERE, Waitress of the “Hollywood Cantine” UNIVEM, Jacques CHAUMETTE Mayor of Saulx

Regards

Maurice

The standard bearers and Maurice introducing the event

Overnight in Bois D'Arcy

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