Operation: Bremen

Date: 23 March 1945 (Friday)

Unit: 101 Squadron - Motto: Mens agitat molem (Mind over matter)

Squadron Badge: Issuant from the battlements of a tower, a demi lion rampant guardant. The battlements symbolise the squadron's pioneering role in the development of power-operated gun turrets, while the lion indicates the unit's fighting power and spirit. Approved by King George VI in February 1938

Type: Lancaster III

Serial: DV245

Code: SR-S

Base: RAF Ludford Magna, Lincolnshire

Location: Stöttinghausen, Municipality of Twistringen, Diepholz, Lower Saxony, Germany.

Pilot: F/O. Ralph Robert (Bob) Little J41724 RCAF Age 23 - Killed (1)

FE: Fl/Sgt. Alfred John Clifton 1582530 RAFVR Age 21 - Killed (2)

Nav: F/O. Jim Gen Lee J42216 (Formerly R218872) RCAF Age 22 - Killed (3)

Air/Bmr: F/O. Wilfred Henry Brooks J43608 RCAF Age 21 - Killed (4)

W/Op/Air/Gnr: Sgt. Harold Woodards 946040 RAFVR Age 27 - Killed (5)

Air/Gnr (MUG): Sgt. Thomas Churchill 2203996 RAFVR Age 20 - Killed (6)

Air/Gnr (RG): Sgt. Peter Smith Nelson 2203200 RAFVR Age 20 - Killed (7)

This story is one of a series of collaborations by Senior Research Editor Roy Wilcock and well respected Canadian aviation researcher, Dave Champion. Thanks to Dave for his invaluable contributions and his continuing support of Aircrew Remembered.

INTRODUCTION

RALPH ROBERT LITTLE (Bob)

[To Records Office, Ottawa, Ontario]

25 May 44

Lockport NY

Dear Sir

I will take very good care of my son's Commission Script.

Your records show that he is Canadian by birth and the fact his parents are not, never made him an American, even the fact he was brought up in this country [USA]. He has always had an intense loyalty and love for everything Canadian and his life ambition was to be a member of the RCAF. [He] started to plan for it when he was very young, at least ten years ago. So you can see he is not just an American serving with you. For this reason getting there and a Commission must [mean] so very much to him and not any less to me. I am very proud and happy that my son is an RCAF man.

Sincerely

Mrs Margaret A. Little.

On 23 September 1942 the interviewing officer at 11 Recruiting Centre, Toronto had summed him up perfectly:

'Desirable type of lad age 21. Born in Canada. Brought up in USA. Keen to be pilot in RCAF. Has taken 6 hours dual instruction in Aircraft. Works for Aircraft factory. Sports moderately. Neat, pleasant, co-operative, suitable material.'

6 days later, Ralph Robert Little finally fulfilled his long held dream of enlisting in his beloved Royal Canadian Air Force.

Following 6 weeks unpaid leave he reported to 1 Manning Depot in Toronto on 1 November 1942 and training from then until April 1944 was to be conducted exclusively at RCAF stations in Ontario.

On 21 January 1943 he was posted to 4 Wireless School at RCAF Guelph but shortly afterwards he was required to attend a Pre Aircrew Education Course at Ontario Training College for Technical Teachers at Hamilton and on completion of the course on 14 April he was assessed as average.

There followed a posting to 5 Initial Training School at RCAF Belleville where he joined Course 79 from 17 May to 24 July and appears to have impressed the C.O. who wrote of him:

'A bright and competent lad. Very co-operative and well liked. His deportment is good and he is a hard worker.'

His next posting was to 20 Elementary Flying Training School at RCAF Oshawa and Course 86 from 26 July 1943 to 17 September 1943 for flying instruction on Tiger Moths. His final report here, however, was rather less enthusiastic.

'Student forgets minor details and has to be checked. He was weak in steep turns at the beginning but improved after 30 hours. Forced landings are very good.'

Onward to Course 90 from 20 September 1943 to 11 February 1944 at 16 Service Flying Training School, RCAF Hagersville, Ontario, where training was conducted on Avro Ansons and North American Harvards.

'Slow to get things done but has some natural ability.'

Not the greatest report but Bob Little had achieved his ambition. He was awarded his Flying Badge and promoted to Sergeant on 11 February 1944 and to top it all off, he was also commissioned as a Pilot Officer.

14 days pre-embarkation leave was probably spent visiting his parents in New York but following his return, rather than embarking for the UK, he was posted to 1 Aircrew Graduate Training School at RCAF Maitland, Nova Scotia thus delaying his departure until 10 April.

8 days later, Bob disembarked in the UK and was posted to 3 Personnel Reception Centre at Bournemouth on 19 April.

On 6 June he was posted to 3 (Pilot) Advanced Flying Unit at RAF South Cerney in Gloucestershire and on 20 June joined Course 126 for training on Airspeed Oxfords. On 11 July he was posted to 1540 Beam Approach Flight at RAF Lulsgate Bottom in Somerset, a satellite of South Cerney. After seven days on Course 54 he received a favourable report from the CO

'A keen pilot who has worked hard and made steady progress in SBA. His IF and cloud flying are sound and he could use SBA in an emergency.'

Returning to Course 126 he continued his training until graduating on 5 September 1944 and eliciting another favourable report from his CO.

'A good average pilot who has worked consistently well. Discipline good.'

In the midst of his training at 3 (P) AFU he was promoted to Flying Officer on 11 August.

His next posting on 5 September, was to 85 Operational Training Unit at RAF Husbands Bosworth in Leicestershire.

WILFRED HENRY BROOKS

Just 10 days after Bob Little enlisted at Toronto, some 2000 miles north west, Wilfred Brooks enlisted at Edmonton, Alberta. Aged 21, he was a first year student studying Agriculture at the University of Alberta. He was also a member of the University Air Training Corps and undertook to complete the UATC course prior to commencing training in the RCAF. In the event it was to be some 8 months later, on 16 June 1943 when he reported to 3 Manning Depot at Edmonton before being posted to 4 Initial Training School, also at Edmonton, on 11 July where he joined Course 83 from 12 July to 17 September, and would appear to have made a satisfactory start to his air force career:

Quiet, hardworking, serious, good spirit - CO 24 September 1943.

On then to 8 Bombing and Gunnery School at RCAF Lethbridge and Course 95 from 15 November to 11 February 1944 and further encouraging comments from the CO there.

'Young - Excellent possibilities.'

Three days later he was back at RCAF Edmonton on Course 95 at 2 Air Observer School. Graduating on 24 March he received his Air Bomber Badge, promoted to Sergeant and an immediate commission as a Pilot Officer.

'Average student - keeps to himself. Average Bomber. No airsickness.'

Following 14 days embarkation leave he was sent to 2 Aircrew Graduate Training School, RCAF Calgary on 7 April 1944.

A member of "E" Flight of Course 7, training began on 10 April and following a Graduation Parade on 5 May, left for Y depot at RCAF Lachine, Montreal.

Embarkation for the UK was probably on 25 May and on arrival he was posted to Bournemouth and 3 Personnel Reception Centre where he remained until being posted to No. 8 (Observers) Advanced Flying Unit at RAF Mona, (Heneglwys), Isle Of Anglesey, Wales. The date of the posting is unknown.

On 5 September 1944 Wilfred arrived at 85 Operational Training Unit RAF Husbands Bosworth, Leicestershire for night bomber training on Wellingtons.

He was promoted to Flying Officer 24 September 1943

JIM GEN LEE

'Did remarkably well considering a Grade X education. Is a little self conscious, very ambitious, should be first class Navigator material.'

So wrote the Commanding Officer of 7 Initial Training School, RCAF Saskatoon, Saskatchewan on 17 September 1943.

Praise indeed for the 21 year old, Jim Gen Lee, considering that he had no schooling at all until the age of 9.

Even more remarkable, was that after enlisting he had been required by the RCAF to attend a Pre Aircrew Education - Course at the University of Saskatchewan at Saskatoon, which he had somehow failed to complete and thus earned the following remarks from the Examination Officer on 10 July 1943

'Course incomplete. Marks are averages of term tests taken and are not conclusive.'

But if Jim lacked anything, it was certainly not determination and following training at 7 Air Observer School at RCAF Portage La Prairie, Manitoba, he was duly awarded his Navigator Badge, promoted to Sergeant and Commissioned as a Pilot Officer all on 15 February 1944.

14 Days pre-embarkation leave was followed by 14 days special after which Jim was posted to 2 Aircrew Graduate Training School Calgary Alberta where he joined Course 6 from 25 March to 21 April.

Posted to RCAF Lachine, Montreal, he embarked for the UK on 3 May. Disembarking a week later he was posted to 3 Personnel Reception centre at Bournemouth where he remained until 25 July when he was posted to 2 (Observer) Advanced Flying Unit at RAF Millom, Cumberland (now Cumbria).

On 5 September to 85 Operational Training Unit at RAF Husbands Bosworth, Leicestershire.

85 OPERATIONAL TRAINING UNIT

Tuesday 5 September 1944, the three Canadian airmen arrived at 85 Operational Training Unit at RAF Husbands Bosworth in Leicestershire and despite some sources insisting that Ralph Little was American, it is clear that he considered himself a Canadian, and rightly so. Notwithstanding his American parentage and upbringing in America, the fact remains that he had been born in Canada, he described himself as Canadian and his mother was more than happy to acknowledge the Canadian birthright of her only child. So three Canadians it was and evermore shall be so!

Wilfred Brooks was from Edmonton, Alberta and was 20. He had enlisted straight from University and had four siblings.

Navigator Jim Gen Lee was from Winnipeg, Alberta and had been a Waiter in Kenora, Ontario prior to enlisting.

Born to Chinese parents he was 22 and also had four siblings. He had moved a lot during his life, living at Togo, Alberta, Neepawa, Manitoba, Kenora, Ontario and Winnipeg, Manitoba as well as visiting Canton, China in 1931/1932 to visit relatives.

Inevitably the new arrivals at 85 OTU were ordered to 'sort yourselves out' and duly formed crews of their own volition.

Thus, 22 year old Bob Little found himself the captain of a crew composed of Wilfred Brooks, Jim Gen Lee and three RAF lads to wit:

Harold Woodards, a wireless operator from Middlesbrough in the North Riding of Yorkshire. A painter and glazier in peacetime, he was 27 and the eldest member of the crew. Air gunner Peter Nelson was 20 and also hailed from God's own County of Yorkshire. Born in Hull he had later lived with his parents in the small village of Lealholm near Whitby. Completing the crew was 19 year old Lancastrian Thomas Churchill. Also an air gunner who no doubt took some stick from Harold and Peter on account of being born on the wrong side of the Pennines.

The six successfully negotiated Course 8 which concluded 12 weeks later on 28 November 1944 with Bob Little receiving the following report from the CO

'Average pilot and captain. He has plenty of initiative and can be relied upon to use it both on the ground and in the air. Recommended for heavy bombers.'

And for Wilfred Brooks

'An efficient member of a very keen crew, has carried out his duties in a capable manner.'

Now deemed to be conversant with day and night flying of the Wellington Mark X, the crew was posted to 71 Base at RAF Sturgate in Lincolnshire (a sub station of RAF Lindholme). The former Heavy Conversion Units having been transferred to No. 7 (Training) Group in November 1944 the 7 in 71 indicated the training group and the 1 indicated the original group.

Thus, at 71 Base the crew undertook conversion training on the four engine Lancaster heavy bomber. The crew also acquired a seventh member in the shape of a flight engineer, a necessary requirement for flying four engine heavies. The flight engineer assigned to the Bob Little crew was 21 year old Alfred Clifton from Yardley in Birmingham.

On 9 March 1945 F/O. Ralph Little and his crew were posted to 101 Squadron at RAF Ludford Magna for operational flying.

OPERATIONAL WITH 101 SQUADRON

The following week was spent becoming acclimatised to all things applicable to an operational squadron and bomber station, just one of the 49 to be found in what had justly become known as Bomber County.

Scanning the Battle Order on the morning of 16 March 1945 Bob Little and the crew would have discovered that they were on the list for that night's operation for which they had been assigned Lancaster I RF125 'K'. And at the later briefing they surely felt not a little trepidation on learning that the target was the German city of Nuremberg, and a round trip of some 1500 miles or so.

101 Squadron contributed 16 Lancasters to the force which comprised 277 Lancasters and 17 Mosquitoes.

Taking off at 1733 they conducted a successful attack and returned safely eight and a half hours later and although all 101 aircraft returned intact, 24 Lancasters of other squadrons, failed to do so, most of them brought down by German night fighters which found the bomber stream on its way to the target. The raid was to prove the last heavy Bomber Command raid on Nuremberg.

Five nights later the crew was detailed for a raid on the Bruchstrasse Benzol Plant at Bochum. For this operation they were assigned Lancaster III ME517 'M', a new aircraft that had flown just 2 ops since being delivered to Ludford on 28 February . 101 Squadron provided 20 bombers of the 131 Lancasters and 12 Mosquitoes that carried out the accurate attack on the plant.

Again, all 101 aircraft returned safely. One Lancaster (NG466 of 460 Squadron) failed to return.

22 MARCH 1945

In the evening of Thursday 22 March 1945 the teleprinter at Ludford Magna sprang to life receiving orders for an operation to take place early the following morning. Whilst similar machines at Binbrook, Grimsby, Wickenby, Faldingworth, Kelstern and Woodhall Spa also chattered urgently with the same orders, at least two squadrons, 300 and 626 did not receive the order until after midnight. The orders were for a raid on the railway bridge over the River Weser at Bremen which formed an important link in German railway communications.

H Hour was set for 1000 hours, the attack to be made by a force of 97 Lancasters of 1 Group plus 20 Lancasters of 5 Group. Squadrons involved and the respective numbers of Lancasters provided were as follows

1 Group

24 from 101 Squadron based at Ludford Magna, 6 from 12 Squadron based at Wickenby, 11 from 626 Squadron also based at Wickenby, 9 from 460 Squadron based at Binbrook, 11 from 100 Squadron based at Grimsby, 13 from 300 Squadron based at Faldingworth and 23 from 625 Squadron including 4 carrying windows only and based at Kelstern

5 Group.

20 from 617 Squadron based at Woodhall Spa, 6 armed with Grand Slams and 14 with Tallboys and escorted by 41 Mark III Mustangs.

101 Squadron to lead the force

By 2130 hours on 22 March the Battle Order was prepared and duly posted on the notice board.

On daylight raids the 1 Group squadrons took turns to lead and on this occasion it was the turn of 101 Squadron, in particular, C Flight, but with its Flight Commander on leave, Fl/Lt. Reg Paterson was detailed for the job despite the fact that it was also his day off.

Bob Little crew allocated legendary Lancaster

For this operation Bob Little and crew were allocated the legendary Lancaster III DV245 SR-S for Sugar. Delivered brand new to 101 Squadron on 19 September 1943, the Lancaster had flown its first operation, a raid on Hannover, eight days later. Nick-named 'The Saint' by its first crew, captained by F/O. Roy Richard Leeder, the aircraft had gone on to complete a further 117 operations and thus Bob Little was to have the honour of captaining the famous old Lady on op number 119.

Somewhat co-incidentally, DV245 had reached its century of ops on 5 January 1945 when it again took part in a raid on Hannover, this time flown by the aforementioned Fl/Lt. Reg Paterson.

The planned route

Briefed route - Beyond Bremen turn 360 degrees and bomb on return

Wainfleet, Cromer, 52°40N 04°00E , Egmond aan Zee, 52°49N 08°43E, 53°05N 09°31E , 53°18N 09°10E, Target, 52°49N 08°43E, Egmond, Wainfleet

THE RAID

At 0640 the first of the 101 Squadron Lancasters took off from Ludford Magna. Bob Little, flying DV245, the 12th in line, was away at 0658 and by 0722 all 24 were aloft, each and every one carrying a maximum bomb load of 14000 lbs, each bomb with 25 second delay fuses.

DV245 was typically armed with 4 x 1000 lb AN M59*, 8 x 1000 lb MC MkII and 4 x 500 lb MC.

*The 1,000-pound SAP bomb AN-M59A1 has a thick metal body designed to give greater penetration than a general purpose bomb of comparable weight. It is a heavy nosed cylindrical shaped bomb. A box-type fin assembly is attached to the aft end by a fin lock nut.

By 0750 the total force of 117 Lancasters was airborne and began forming up, probably over Wainfleet, before heading to Cromer and then roughly east south east across the North Sea to Egmond aan Zee in North Holland. Flying east north east to Twistringen located about 30 miles south of Bremen, the force then turned north east to a point some 20 miles north west of Hamburg and then turned 360 degrees to head southwest back to the target at Bremen.

Group 1 Report on Bremen attack 23 March 1945

All these [93 Lancasters] took off and 82 claim to have bombed successfully, plus four which claimed to have dropped "window" as ordered. 4 aircraft which were unable to identify the bridge, attacked the marshalling yards and the built up area north of the target, and a fifth aircraft developed engine trouble dropping its bombs in the Meppel [Netherlands] area. 4 aircraft returned early due to technical faults and 2 aircraft are missing, nothing being heard from these after take off.

Weather throughout the entire route was perfect and visibility was excellent. Although a smoke screen was in operation, with the prevailing South-Easterly wind it did not in any way obscure the target, and crews were able to identify visually without difficulty.

The 5 Group aircraft [the 20 Lancasters of 617 Squadron] which were to have opened the attack were several minutes late, and our formation leaders bombed between 0959½ and 1002½ hrs. followed by a small number of the main force. Window aircraft passed over the target between 0959 and 1003 hrs. The main body of our force bombed between 1004 and 1007 hrs. and reports indicate that the 5 Group aircraft attacked in the early part of this period. [of the 20 617 Lancasters 4 returned early, 1 bombed at 1003.47 and 15 bombed between 1004.10 and 1005.35 as per 617 ORB]. Bombing was confined to a small area around the bridge, which was soon covered in smoke from the bomb bursts and several crews report direct hits on the bridge at 1005 but the smoke prevented any further detailed observations. Whilst it is impossible to state whether the object of the attack was achieved, the excellent concentration of bombs in the immediate vicinity of the target may well have met with some measure of success. Opposition from the ground is described as moderate accurate heavy flak. 24 of our aircraft sustained damage. Enemy fighters, including jet propelled aircraft [Me262s*] were active from the target to the Dutch Frontier on the homeward journey. Four aircraft were engaged in combat, in one of which an ME262 is claimed as destroyed.'

Attacks on the bomber stream by Me 262s

*The Messerschmitt Me262

Originally designed in 1939 the Me 262 made its maiden flight on 18 April 1941 with a piston engine, and its first jet-powered flight on 18 July 1942. Production was delayed by problems with engines, metallurgy, and interference from Luftwaffe chief Hermann Göring and Adolf Hitler. The German leader demanded that the Me 262, originally conceived as a defensive interceptor, be redesigned as a ground-attack/bomber aircraft. It was 1944 before full production commenced and although the aircraft became operational with the Luftwaffe in mid 1944 it was March 1945 before units of the fighter were capable of large scale operations against Allied bomber forces. With a top speed of approximately 540 mph, the Me 262 was 120 mph faster than the North American Mustang at the same altitude.

On 18 March 1945, thirty-seven Me 262s of JG 7 intercepted a force of 1,221 bombers and 632 escorting fighters. They shot down 12 bombers and one fighter for the loss of three Me 262s.

In the 100 Squadron ORB it is reported that:

'The withdrawal from the target was opposed by a number of jet propelled enemy fighters and two of the aircraft of this Squadron were encountered by same.

"Y" was attacked by three Me 262's in line astern, the first of which attacked and our gunners returned the fire and hits were observed. The enemy fighter turned over on its back and dived down. The gunners and engineer saw it explode on the ground and claimed destroyed.

(This claim was substantiated by other observations by Group aircraft).

The second enemy aircraft approached, but sheared off when both our gunners opened fire. The third aircraft did not attack but the second resumed its position astern and both gunners again opened fire - no return fire was forthcoming.

"E" had an inconclusive combat with another Me 262, but could see no results of its fire . There was no return fire.'

The 617 ORB also reported combat with Me 262's as follows:

'Several other 617 Lancasters were hit by anti-aircraft fire and four others were attacked by Me 262s, fifteen of which were seen on the flight to the target.'

460 Squadron ORB reports

'Flak was moderate to intense and jet fighters in evidence on route out from target.'

"J2" HX560 had a combat with an Me262.'

12, 101 and 626 Squadrons ORBs also reported that crews had seen fighters, but do not mention Me262s or jet propelled aircraft specifically.

101 Squadron Losses

Returning 101 Squadron aircraft all reported having bombed between 15000 and 18OOO feet and between 0959½ and 1006 (i.e. 6½ minutes). 18 bombed the bridge area and 4 the marshalling yards and built up area north of the target. Two of their number, however, failed to return, DV245 flown by Bob Little and LL755 flown by Fl/Lt. Reg Paterson DFC.

LL755 aircraft was hit by flak over Bremen almost immediately after bombing the target area and crashed about one mile south west of Bremen Aerodrome near Stuhr. Pilot Reg Paterson and two of his crew became prisoners of war whilst the other four were all killed and originally buried at Osterholz Cemetery, Bremen. They were re-interred at Becklingen War Cemetery, Niedersachsen on 13 November 1946. The fascinating story of Reg Paterson and his exploits, most of it in his own words, can be read here :

DV245 was attacked by an ME262 just after leaving the target. It disintegrated in the air with no parachutes seen to leave it and crashed at Stöttinghausen south east of Twistringen at 1030 hours

'Everybody in the squadron saw the German jet. Everybody, that is, except for Little's air gunners.' (Reg Paterson in conversation with Dave Champion.)*

*Reg was adamant about that. I've heard the same thing from others that day. I think it was their fourth op and first daylight. But all reports of a German jet (other squadrons also reported this a/c infiltrating the stream) said about the same thing which was 'They didn't seem to notice it' or 'Not even a try at a corkscrew' (Dave Champion)

On 25 March 1945, the next of kin were duly informed that their loved ones had not returned from operations and that nothing had been heard from them after taking off from Ludford Magna.

As was the case with many, if not most crews in similar circumstances, their families made contact with each other in the vain hope that one or other of them may have received some news of their loved ones. Jack Lee, the brother of Jim Gen Lee, was no exception, and he made contact with Mrs Little and Mr Brooks to enquire whether they had any such news.

Their replies are reproduced below, courtesy of the Chinese Canadian Military Museum in Vancouver.

August 5, 1945

Letter to Jack Lee (brother) from Mrs. R. S. Little, Lockport NJ.,

mother of Pilot Ralph Robert Little.

'Your card received. I deeply regret to say we have had no news about our son. Knowing your grief I wish with all my heart I could say some thing besides I regret.

My son spoke several times in his letters of your brother, saying Jimmy Lee his navigator was a good chap and a splendid navigator.

I did receive a letter from an English woman, the mother of Tommy Churchill RAF man and my son's turret gunner. She had no word and said she would inform me right away when she heard any thing.

We must not give up hope, miracles happen. Please God, maybe we will have our boys returned to us. Glad to know your parents have other children to ease the pain and grief. Bob was my only child.'

August 13, 1945

Letter to Jack Lee (brother) from Mr R. B. Brooks father of Air Bomber Wilfred Brooks.

'I have your card re your missing brother who was in the plane with my son Wilfred. Yes, I have some news and it is not good news. A friend of Wilfred’s came to my place yesterday and informed me that he saw the plane go to pieces in mid-air and no parachutes left it, so it would appear that the poor lads hadn’t a chance in the world.

I am sorry to have to convey this news to you just as I was sorry to hear it. This is my second son to get killed in the Air Force. My son always spoke highly of your brother.

R.B. Brooks, Edmonton, Alberta

Father of Wilfred Henry Brooks (J43608, aged 21)'

In October 1945, with no further information forthcoming and for official purposes, the seven members of the crew of DV245 were presumed to have died on 23 March 1945.

Following postwar investigation by the Missing Research and Enquiry Unit (MREU) it was determined that the crew had been buried at Vechta (Russian) Cemetery in Communal Grave, ref: Plot 1 Grave 190. Their remains were exhumed and re-interred at Sage War Cemetery, Niedersachsen, Germany, on 10/12 September 1947. The MREU report has not been found but since the airmen were re-interred in individual graves at Sage, it would seem that the remains of each airman was capable of seperate identity.

Despite the remains having been exhumed and re-interred in September 1947 it was to be another 16 months before their Little, Brooks and Lee families were notified by letter of 14 January 1949. Presumably the families of the four RAFVR members were notified at the same time.

Errors in Loss letters hampered postwar investigations by MREU

Lancaster DV245 and LL755 were the final losses sustained by 101 Squadron during the war, the two becoming inextricably linked, not because of that, but due to errors in the Squadron records.

The Battle Order and the 101 Squadron Operations Record Book both correctly list Paterson as flying LL755 and Little as flying DV245. However in the loss letters raised by the Squadron on 26 March 1945 the aircraft serial numbers were transposed, thus indicating that Paterson was flying DV245 and Little was flying LL755. The error is compounded by the take off times of the two aircraft also being transposed i.e. DV245 shown as taking off at 0711 (actually 0658) and LL755 at 0658 (actually 0711).

The errors were then perpetuated throughout the system resulting in Loss Cards being raised in accordance with the details in the loss letters and ultimately throughout the records of the Missing Research and Enquiry Service. For a full explanation see the Archive Report for Lancaster LL755 here

BIOGRAPHICAL DETAILS OF THE CREW

(1) F/O. Ralph Robert Little was born on 25 September 1921 at Calgary, Alberta, Canada, the only child of American parents Ralph Sherman Little (a Superintendent at a Paper Board Mill) and Margaret Agnes Little née Ouderkirk.

The family later lived at 47 Webb Street, Lockport, New York USA.

He was educated at Charlotte Cross, Lockport (1926-1935) and Lockport High School (1935-1939). He later undertook a 60 hour course at McKinley Vocational studying Aeronautical and Machine blueprints; a 200 hour course at Niagara Aeronautics studying Electrical Welding and in 1941 he studied Aeroplane Construction and General Aeronautics at Curtiss-Wright National Aero Council.

After leaving school he was employed by Upson Co., Lockport as a Machine Operator until 1941 when he left and took up a brief employment, Electric and Gas Welding for R & W Wiley of Buffalo, New York. Also in 1941 he commenced employment at Curtiss-Wright also of Buffalo as Salvage and Repair Panel until joining the RCAF in 1942.

He played baseball, golf, tennis and football and had 6 hours of dual flying tuition.

When he enlisted at Toronto on 29 September 1942 he was described as being 5'9" tall weighing 131 lbs with a fair complexion, blue eyes and brown hair.

After a period of unpaid leave he reported to 1 Manning Depot at Toronto on 1 November and on 21 January 1942 he was posted to 4 Wireless School at RCAF Guelph, Ontario but was later required to take a Pre Aircrew Education Course at Ontario Training College for Technical Teachers, Hamilton, Ontario. He passed the course with a rating of average on 14 April 1943,

After training at 1 Technical Training School at RCAF St, Thomas Ontario, 5 Initial Training School at RCAF Belleville, Ontario, 20 Elementary Flying Training School at RCAF Oshawa, Ontario and 16 Service Flying Training School at RCAF Hagersville, Ontario he was awarded his Flying Badge, promoted to Sergeant and commissioned as a Pilot Officer on 11 February 1944.

Following 14 days pre-embarkation leave he was posted to 1 Aircrew Graduate Training School at RCAF Maitland, Nova Scotia on 26 February 1044.

He embarked for the UK on 10 April and on arrival, eight days later, was posted to 3 Personnel and Reception Centre at Bournemouth.

On 6 June he was posted to 3 (Pilot) Advanced Flying Unit at RAF South Cerney in Gloucestershire and promoted to Flying Officer on 11 August before being posted to 85 Operational Training Unit at RAF Husbands Bosworth, Leicestershire on 5 September.

Posted to 71 Base at RAF Sturgate, Lincolnshire on 8 December, he later joined 101 Squadron at Ludford Magna, Lincolnshire on 9 March 1945.

(2) Fl/Sgt. Alfred John Clifton was born in 1923 at Birmingham, Warwickshire, the only child of Alfred Clifton (a Number Taker on the GWR) and Pattie Clifton née Gabriel.

In 1939 the family lived at 134 Berkeley Road East, Yardley, Birmingham.

On his headstone Alfred Clifton is recorded as 'Pilot'. This may simply be an error by the Commonwealth Graves Commission or he was indeed a trained pilot, who, owing to the abundance of pilots in late 1944 and 1945, agreed to serve as flight engineers, rather than miss the big show and go home. If you have any further information about this, please contact our helpdesk

(3) F/O. Jim Gen Lee was born on 2 May 1922 at Togo, Saskatchewan the son of Chinese parents, Ying On Lee (a Restaurant Operator) and Chinn Lee nee Shee. He had four siblings: Loi (Louis) Thang Lee (1916-2007), Jessie Lee (1923-2018), Henry On (1924-2005) and Ming (Jack) On Lee (1925-2006). The family lived at 597 Notre Dame Avenue, Winnipeg, Manitoba.

Jim Gen Lee had moved a lot during his life living at Togo (1922-1925), Neepawa, Manitoba (1925-1930), Visited Canton, China to visit relatives (1931-1932), Kenora, Ontario (1932-1934), Winnipeg, Manitoba (1934-1940) and Kenora again from 1940 to 1942.

He was 9 years old before starting school at Somerset School where he was educated from 1931 to 1937 and at H. J. MacDonald School from 1931 to 1941. He also stated that he attended public school and high school in Winnipeg

After leaving school he worked as a Waiter at the Dominion Cafe at Kenora, Ontario from May 1941 until January 1943 when he left to join the RCAF.

He played soccer and baseball.

Applied to join RCAF in January 1943 and later took the 120 mile train journey from Kenora to Winnipeg to enlist on 18 February 1943 at which time he was 5'4" tall weighing 128 lbs with a dark complexion, brown eyes and black hair.

He was posted to 2 Manning Depot at RCAF Brandon, Manitoba and on 16 April to

1 Central Navigation School Rivers, Manitoba. He was required to take Pre Aircrew Education on Course No.20 at University of Saskatchewan Saskatoon, Saskatchewan commencing on 14 June until 10 July.

Following training at 7 Initial Training School at RCAF Saskatoon, Saskatchewan.

and 7 Air Observer School at RCAF Portage la Prairie, Manitoba he was awarded his Navigator Badge promoted to Sergeant and commissioned as a Pilot Officer on 15 February 1944.

Embarkation Leave from 26 February 1944 to 10 March 1944 was followed by a period of Special Leave from 11 March to 24 March 1944 after which he was posted to 2 Aircrew Graduate Training School at RCAF Calgary, Alberta on 24 March.

On 26 April he was posted to 1 Y Depot Lachine and embarked for the UK on 3 May.

On arrival in the UK 8 days later he was posted to 3 Personnel and reception Centre at Bournemouth and on 25 July to 2 (Observer) Advanced Flying Unit at RAF Millom in Cumbria. He was promoted to Flying Officer on 25 August 1944

Posted to 85 Operational Training Unit at RAF Husbands Bosworth, Leicestershire on 5 September and on 8 December to 71 Base at RAF Sturgate, Lincolnshire and to 101 Squadron at RAF Ludford Magna, Lincolnshire on 9 March 1945.

After the war his parents went back to China and disappeared into the Chinese civil war. (per Dave Champion)

(4) F/O. Wilfred Henry Brooks was born on 25 November 1923 at Stony Plain, Alberta, Canada, the son of Raleigh Bishop Brooks (a Merchant) and Mabel Edith Brooks née Longeway. He had four siblings: Nora Theresa Brooks (1918-2001), Phyllis Longeway Brooks (1921-1999), Keith Bishop Brooks (1922-1924) and Thomas Eaton Brooks (1930-1951). The family lived at 10826 84th Avenue, Edmonton, Alberta.

He was educated at Normal Practice School Edmonton (1929-1938), Strathcona High School, Edmonton (1938-42) and in 1942 was studying Agriculture at the University of Alberta. He was enrolled in the University Air Training Corps

and also played hockey, rugby and golf.

When he enlisted at Edmonton on 9 October 1942 he was described as being 5' 10½" tall weighing 152 lbs with a medium complexion, brown eyes and dark brown hair.

On enlistment Wilfred had signed an undertaking 'to serve in the Royal Canadian Air Force on active service in Canada or overseas on the completion of my training in the University Air Training Corps or at the conclusion of my university course provided the RCAF then requires my services.'

He was thus duly discharged and transferred to the RCAF on 15 June 1943.

The following day found him at 3 Manning Depot at CFB Edmonton and on 11 July he was posted to 4 Initial Training School located at the same base. Graduating on 17 September, he was posted to 8 Bombing and Gunnery School at RCAF Lethbridge, Alberta where he graduated on 11 February 1944. Three days later he was at 2 Air Observer School back at Edmonton where, on 24 March, he was awarded his Air Bomber Badge promoted to Sergeant and commissioned as a Pilot Officer.

He was next posted to 2 Aircrew Graduate Training School at RCAF Calgary on 7 April 1944 and on 10 May to Y Depot at RCAF Lachine at Montreal, Quebec.

Embarking on or about 25 May he arrived in the UK and was posted to 3 Personnel Reception Centre at Bournemouth and afterwards to 8 (Observers) Advanced Flying Unit (AFU), RAF Mona, (Heneglwys), Isle Of Anglesey, Wales for 7 or 8 weeks further training.

Posted to 85 Operational Training Unit at RAF Husbands Bosworth, Leicestershire on 5 September he was promoted to Flying Officer on 24 September.

On 8 December he was posted to 71 base and to 101 Squadron at RAF Ludford Magna, Lincolnshire on 9 March 1945.

Relatives of Wilfred Brooks still live in Edmonton, where the fourth generation now runs United Cycle, the business bought by Raleigh Brooks, Wilfred’s father, in the 1930s.

The second Brooks' son mentioned in the letter, F/O Keith Bishop Brooks aged 22, was an Air Bomber with 78 Squadron, which contributed to 749 aircraft on the last bombing raid of the industrial city of Bochum, Germany, on 4 November 1944.

Keith Brooks was one of six members of crew reported missing, believed killed, when their Handley Page Halifax, LK838 crashed, probably near Margraten, Netherlands. They are commemorated on the Runnymede Memorial in Surrey, England. The sole survivor was rear gunner, F/Sgt. A.J. Roach RCAF, who was taken prisoner. (Dave Champion)

Also from Dave Champion

The family would lose their third son in 1951. Thomas Eaton Brooks, aged 20, drowned after jumping into a river to save a girl.

(5) Sgt. Harold Woodards was born on 17 November 1916 the only child of Albert Woodards and Bertha Woodards née Johnson, of Middlesbrough, North Riding of Yorkshire.

In 1939 Harold lived with his mother (an Office Cleaner) at 79 Crescent Road, Middlesbrough together with several Johnson relatives. His father, Albert, was not recorded at that address. Harold at that time was employed as a Painter and Glazier (Horticulture).

Harold Woodards is commemorated in the Book of Remembrance at the Erimus Heritage Room in the Town Hall at Middlesbrough.

(6) Sgt. Thomas Churchill was born in West Derby, Liverpool on 15 December 1924 the son of Edward Churchill and Elizabeth Mary Churchill née McCarthy. He had one sibling, a sister, Sarah Churchill (1921-1931). His father Edward had been a constable in the Royal Irish Constabulary from 1907 until its disbandment in 1922 and died on 6 December 1931 aged 49,just 5 days before his daughter Sarah. The family lived at 52 Culme Road West Derby, Liverpool.

(7) Sgt. Peter Smith Nelson was born on 15 July 1924 at 62 Cranbrook Avenue, Hull, East Riding of Yorkshire the son of Henry Nelson (a Company Director) and Mary Nelson née Smith. He had one sibling, Henry Roy Nelson (1929-2015) and one half sibling, Theresa Nelson (1919-1919)

In 1945 the family lived at Lealholm Lodge, Lealholm, a village 10 miles west of Whitby in the North Riding of Yorkshire

Probate effects of Peter Smith Nelson were £1736 14s 9d

Peter Smith Nelson is commemorated on the Lealholm War Memorial, Lealholm Lane, Lealholm.

We appeal to anyone with further information and/or photographs to please contact us via our helpdesk

BURIAL DETAILS, MEMORIALS AND EPITAPHS

(1) F/O. Ralph Robert Little was originally buried at Russian Cemetery, Vechta and re-interred on 10 September 1947 at Sage War Cemetery, Niedersachsen, Germany - Grave ref: 14. D. 3.

His epitaph reads:

Life is eternal

(2) Fl/Sgt. Alfred John Clifton was originally buried at Russian Cemetery, Vechta and re-interred on 12 September 1947 at Sage War Cemetery, Niedersachsen, Germany. Grave ref: 14.D.4

His epitaph reads:

Years pass by

But memories stay

As near & dear as yesterday.

Mom and dad

(3) F/O. Jim Gen Lee was originally buried at Russian Cemetery, Vechta and re-interred on 10 September 1947 at Sage War Cemetery, Niedersachsen, Germany - Grave ref: 14. D. 2.

No epitaph

(4) F/O. Wilfred Henry Brooks was originally buried at Russian Cemetery, Vechta and re-interred on 10 September 1947 at Sage War Cemetery, Niedersachsen, Germany - Grave ref: 14. D. 7.

His epitaph reads:

They shall not die

(5) Sgt. Harold Woodards was originally buried at Russian Cemetery, Vechta and re-interred on 12 September 1947 at Sage War Cemetery, Niedersachsen, Germany - Grave ref: 14. D. 5.

His epitaph reads:

Sweet are the memories,

Silently kept,

Of one we loved

And never forget

(6) Sgt. Thomas Churchill was originally buried at Russian Cemetery, Vechta and re-interred on 12 September 1947 at Sage War Cemetery, Niedersachsen, Germany. Grave ref: 14.D.6

His epitaph reads:

My beloved son.

Our dear brother,

On whose soul,

Sweet Jesus, have mercy. R.I.P.

(7) Sgt. Peter Smith Nelson was originally buried at Russian Cemetery, Vechta and re-interred on 12 September 1947 at Sage War Cemetery, Niedersachsen, Germany - Grave ref: 14. D. 1.

His epitaph reads:

On whose soul,

Sweet Jesus, have mercy,

May he rest in peace.

Amen

Researched by Aircrew Remembered researcher Roy Wilcock and Dave Champion for all the relatives and friends of the members of this crew - August 2024

With thanks to the sources quoted below.

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