Operation: Berlin, Germany

Date: 5th/6th January 1945 (Friday/Saturday)

Unit No: 571 Squadron, Fast Night Striking Force (FNSF), 8 Group

Type: Mosquito B.XVI

Serial: ML942

Code: 8K:D

Base: RAF Oakington, Cambridgeshire

Location: In the vicinity of Douai, France

Pilot: Fg Off. Frank Leslie Henry 413072 RNZAF Age? Returned

Navigator: Flt Sgt. Russell Ames Stinson 429073 RAAF Age 20. Returned

Above: Mosquito B.XVI ML963, 8K:K from 571 Squadron (Courtesy of World War Photographs)

Note: ML942 was the 18th production B.XVI and was delivered to the RAF in January 1944. The aircraft flew with 1409 (Met) Flight then with 139 Sqn and 692 Sqn, before joining the newly formed 571 Sqn in April 1944. It flew on the first operation by the Sqn and had completed 91 operations before being lost on this operation.

REASON FOR LOSS:

ML963 took off from RAF Oakington at 17:10 hrs on the 5th January 1945 for an operation to Berlin as part of a force of 36 Mosquitoes.

En route to the target whilst flying over the Frisian islands and intermittently leading into Berlin, German Lichtenstein (GL) Boozer warnings were received. 40 deg dog-legs were flown when these warnings were received but no other other evasive action was taken.

At about 19:45 hrs, flying at 26,500 ft over Berlin the aircraft received a severe jolt, presumably from heavy flak and the starboard engine caught fire which 'flared-up' momentarily but quickly went out. Revs and Boast on that engine dropped at once to 'nil', and the starboard leg of the undercarriage indicated down. The engine fire-extinguisher was not activated.

The engine would not restart and and the propeller could not be feathered. It continued to windmill until the aircraft was abandoned some 2 hours later. The aircraft was trimmed for single-engine flying and the undercarriage was selected up. The port engine was opened to 3,000 revs with full boost which was maintained until the aircraft was abandoned.

The 4000 lb High Capacity (HC) ’Cookie’ was jettisoned at 19:44 hrs from 23,000 ft along with the wing-tanks. Aileron, Rudder and Elevator controls were effective although it was not known if they were damaged. It was necessary to wind the rudder trim right over but the aircraft still required hard Port rudder, and needed two-handed control. The Starboard leg of the undercarriage would not remain up and was left down.

All electrics failed at about 19:45 hrs leaving only the P4A Compass. Gee faded about 2 mins later and Loran had not been in use. The only illumination thereafter was from a hand held torch.

An air speed of 115-120 knots was maintained, with the aircraft gradually losing height and headed west on a course of between 240 and 280 degs. The navigator calculated about 1 hr 35 mins as an ETA to the Allied front line. A rough bearing was obtained on the glow of fires from the raid over Hanover at an approximated Lat/Long of 52 15N, 09 45E at 16,000 ft.

This Lat/Long is some 15 km due south of Hanover, in Germany

At an approximated Lat/Long of 52 12N, 08 45E their altitude had decreased to 15,000 ft but was maintained for about 30 mins, after which the aircraft again started to lose altitude.

This Lat/Long is some 70 km due west of Hanover, in Germany and approximately 68 km west of their last estimated position.

Every 10 mins or so after being hit by flak there was a pronounced juddering of the whole aircraft, which ceased only when the nose was put down. When the ETA was up a vertical searchlight and scattered ground lights were seen. They flew on for another 15 mins and then turned onto a heading of 180 Degs for about 15 mins.

The navigator then fired two single Red Very cartridges through the side window. There was no reply from the ground. The pilot then ordered the navigator to bale out. He was unable to remove the bottom hatch despite the cockpit being depressurised. The aircraft then entered into an uncontrollable spin for several thousand feet. The pilot jettisoned the top hatch during the spin and managed to get the aircraft partially under control.

The navigator detonated the charge to destroy IFF equipment and then managed to get out of the top hatch on the starboard side with difficulty. This was at about 21:50 hrs in the area of Douai with the aircraft down to 4000 ft. He pulled the rip-cord immediately and landed feet first on marshy, snow covered ground but was not unduly shaken. His parachute dragged him along for a few feet before the canopy collapsed. He then walked towards some lights and came upon a village, where he stayed the night. The next morning he telephoned Marchiennes and was collected and taken to Douai.

Marchiennes is some 15 km ESE of Douai in France

The pilot tried to follow the navigator out of the top hatch but the aircraft went into a dive and he was forced back into his seat by the slipstream. He regained control, pulled the aircraft into climb and got out of the port side of the top hatch whilst the aircraft was apparently on the top of a stall, as there was no slipstream. He believed that he fell between the port main plane and the tail plane and estimated that he had baled out at about 2000 ft. His parachute appeared to have opened itself but he found himself hanging upside down. He quickly righted himself and saw three big rips in the parachute canopy.

Whilst descending he heard and saw the explosion of abandoned Mosquito crashing a few miles away, followed by a fire which was still burning when he landed. He landed feet first rather heavily but was able to walk to a nearby house. A local Gendarme took him by car about 8 km to Marchiennes railway station from where he was taken to Douai.

The pilot decided to abandon the Mosquito because he did not consider there was not enough fuel to return to base, and that the aircraft could not safely landed in any case. This was the crew’s 10th operation.

Both aircrew returned to the Sqn and resumed operations on the 22nd January 1945 with a sortie to Hanover.

On a later mission this crew took off at 22:04 hrs from RAF Oakington on the 21st February 1945 flying Mosquito B.XVI PF398, 8K:? on another operation to Berlin but had to bomb the alternative target of Bremen. After being hit by flak they diverted to ALG B.58 Melsbroek/Brussels and crash-landed at 01:40 hrs. Both Fg Off. Henry and Flt Sgt. Stinson were slightly shaken but otherwise uninjured.

Burial details:

None – both survived

Researched by Ralph Snape for Aircrew Remembered and dedicated to the relatives of this crew.

Other sources listed below:

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