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OBITUARY

Canadian Pathfinder Bomb Aimer

An Encounter with a Flying Saucer -1944

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Article researched and written by Simon Muggleton © for Aircrew Remembered - June 2025

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During WW2 the population of Canada was around 11 million, one million of those volunteered to serve with the British Commonwealth Forces, 50,000 of those also elected to serve with the RAF in all trades, and 9,838 of them were eventually made prisoners of war. Great gallantry was shown by all aircrew of all nations, who night and day, flew on dangerous missions over enemy territory. This is shown by the fact that the Distinguished Flying Cross (DFC) was awarded over 20,000 times to officers of these aircrews, with 6,637 Distinguished Flying Medals (DFM) to NCO's.

Just 247 DFC's were awarded to Canadians flying with an RAF squadron.

Ken Milligan, a Canadian from Vancouver, was one of those 247 rewarded for his gallantry, who was also shot down over Germany, parachuting safely and then made a prisoner of war for 7 months, here is his story:-

Born in Vancouver on the 4th September 1917, his father Ivie Mackie Milligan had emigrated from Scotland to Canada, with his English born wife Ethel Mary (nee Booker) and set up home at 1107, W 70th Avenue, Vancouver, British Columbia. Young Kenneth attended Vancouver Collegiate until 1931, going on to Magee High Canadian Pathfinder Bomb AimerSchool until 1936 during which time he excelled in ski-ing, swimming, and tennis along with his academic achievements. Undecided what to do at first, he became a stock clerk with Woolworths between 1937 and 1939, leaving to become a solicitors clerk with a firm of solicitors, Philips and McPhillips in Vancouver until 1940. During this time the storm clouds of war were gathering in Europe, and many Commonwealth citizens answered the cry for help from the old country.

On the 12th July 1940, Kenneth did his bit by joining the Militia, and enlisting with the 2nd Battalion Canadian Seaforth Highlanders(Reserve). By this time he had changed his job once more, becoming an apprentice switchboard installer with the British Colombia Telephone Company.

Although Ken had now risen to the rank of Lance Corporal with the Seaforth's he felt he needed to do more, and went for an interview at the RCAF Recruiting Centre in Vancouver on the 13th March 1942. Here he was assessed as 'alert and active keen to fly, would make good aircrew' . Ken Milligan enlisted with the Royal Canadian Air Force on the 22nd April 1942, volunteering for aircrew duties. He was shown as 5' 11" tall, 142lbs, with a chest of 38" and a birthmark on his left thigh, and given an official service number of R162786 with the rank of Aircraftsman 2. (AC2).

Ken was initially sent to No 3 Manning Depot on the 6th July 1942, and on the 15th August he was sent to No 4 Initial Training School (ITS) at Edmonton for induction, and then on to No 4 Service Flying Training School (SFTS) at Saskatoon, in Saskatchewan combined with No 7 Initial Training School (ITS) for Pilot/Observer training on the 27th September. He was assessed by W/C LC Russell, ' A good type of airman, with a Scottish background, keen to train as a pilot and see action. States a preference for seaplanes, is alert and active, and can apply self, but worries a bit over minor difficulties. Should have no difficulty in making a satisfactory service pilot'

He was eventually placed 61st in a class of 119.

On the 4th December he was promoted Leading Aircraftsman (LAC) and sent on leave until the 28th December, returning to No 6

Elementary Flying Training School (EFTS) at Prince Albert in Saskatchewan. Here he logged 27.35 hours dual flying, with 17.25 hours solo daytime flying Tiger Moths, with 10 hours in Link. On the 16th February 1943 he had a minor flying accident which revealed a lack of good airmanship, and was assessed by the Chief Flying Instructor, S/L AT Chesson, 'It is considered he would do the wrong thing in an emergency, and his instrument flying is below average, this airman is strictly a mechanical pilot'. LAC Milligan was re-selected as an Air Bomber by the Unit Re-selection Board.

On the 19th February 1943 LAC Milligan was sent to No 2 Manning Depot at Branson in Manitoba to begin training in his new trade.

This was followed by a spell at No 2 Bombing and Gunnery School(B&GS) at Mossbank Saskatchewan between 8th March until 30th May 1943. On this bombing and gunnery training he flew in Anson aircraft (29.50 hours by day and 7.15 hours night flying).

Most exercises involved dropping six bombs, in all he dropped 97 bombs by day at a high level, 34 bombs by day at low level, with 12 bombs by night at high level. His gunnery practice took place on Bolingbrokes (17.20 hours by day, and 13 hours in turret manipula- tion).

He was deemed average in bombing and gunnery, gaining 27th place in a class of 31. This was followed by attendance at No 7 Air Observer School (AOS) at Portage la Prairie, Manitoba, between 31st May to the 9th July 1943, again training on Avro Ansons, (24.30 hours day and 23.25 by night). He was promoted Temporary Sergeant and marked as follows:-

Navigation day air work (210/300) Navigation night air work (140/200) Bombing air work (213/300) Photography air work (156/200) Elements of Navigation (146/200) Signals (250/250) Reconnaissance (126/150)

His final assessment was; 'An average bomb aimer, but has shown considerable im- provement after a poor start. Not quite enough Reconnaissance observations, but pin pointing ability is above average. Seems interested and asks many questions, never makes the same mistake twice, and makes it a point to understand everything thoroughly. Neat appearance, good bearing and seems well liked by the rest of the class; keen, active and reliable'.

On the 9th July Ken Milligan was given a commission as a Pilot Officer and started two weeks leave, prior to being sent to Y Depot and then travelling to New York for embarkation on a troopship on the 3rd August, bound for the UK. After arriving in the UK on the 11th August, Pilot Officer Milligan was sent to No 3 Reception Centre, Bournmouth,and on to No 1 Advanced Flying Unit (AFU) on the 30th August 1943.

Finally on the 19th October he was sent to No 14 Operational Training Unit (OTU) at RAF Cottesmore where he trained for further night time bombing and received lectures on escape and evasion tactics. It would be here that he would meet up with other airmen and try to form an ad hoc crew.

On the 11th November Milligan was given two days leave and on his return would find himself promoted to Temporary Flying Officer. Two more days of night flying training, combined with navigation lectures and bomb aiming in the Air Ministry bombing trainer at RAF Warboys. Bomb Aimers had to achieve an error in their visual bombing not greater than 100 yards when converted to a height of 20,000 feet. If a bomb aimer failed to achieve this average the whole crew would be put on extra bombing practice training.

Ken Milligan must have passed all of his exams and training with flying colours as he was seconded to the elite Pathfinders and promoted to Flying Officer on the 9th January 1944. On the 4th February Ken Milligan was posted to No 7 Squadron based at RAF Oakington, and teamed up with an already experienced crew.

Flt Lt B Frow - Pilot

P/O RE Crompton Batt - Navigator F/O K Milligan - Air Bomber

W/O R Claridge - Wireless Operator Flt Sgt D Morrison - Engineer

Flt Sgt O Erasmus - Mid Upper Gunner Flt Lt E Wharton - Rear Gunner

The Pathfinders were set up in August 1942 under the command of Group Captain Don Bennett, who addressed each new recruit personally. The crews were tasked to lead the main bombing force to locate, then accurately mark the designated target, prior to the arrival of the main force of bombers. Up until then most bombing was quiet haphazard with some bombs falling as far away as 5 miles from the actual target.

There were three methods of marking, code named NEWHAVEN (visual ground marking), PARAMATTA (blind ground marking using radar) and WANGANUI (sky marking using parachute flares). Some aircraft took the role of flying in front of the main force, known as 'Illuminators' dropping coloured Target Indicators (TI's), these were known as 'Pink Pansies', 'Red Spots', and 'Smoke Puffs'. 'Markers' would drop incendiaries onto the TI's prior to the arrival of the Main Force, with further markers called 'Backers Up' being distributing within the bomber stream. Finally there was the 'Master Bomber' who would circle the target and broadcast instructions to both the Pathfinders and the Main Force.

A very dangerous job, vulnerable to a lot of flak and fighters.The Pathfinders were mainly volunteers, but those who showed promise in training would find themselves in this unit. The efforts of the crews in this dangerous job undoubtably contributed to the successful destruction of key targets.

Pre war, Brian Frow was a trainee solicitor and had joined the Local Defence Volunteers at 17, on the outbreak of war, and been put in charge of 20 men. He enlisted into the RAF in October 1940 and was posted to 144 Squadron, involved in attacks on the battlecruisers Scharnhorst and Gneisenau off the North coast of Germany.

He then moved to 408 (RCAF) Squadron before extending his 'tour' with 61 Squadron aged just 20. He was compelled to rest and become a Flying Instructor before joining 7 Squadron in early 1944. He was married and older than most air crew, and was now look- ing for a replacements air bomber.

Flt Lt Ernie Wharton the rear gunner, had previously been the station gunnery officer;

Flt Sgt O G 'Taff' Erasmus the mid upper gunner, had lied about his age, joining at the age of 16, and had already completed his second 'tour' The wireless operator W/O Roy Claridge had already completed a tour of 36 'ops' with 104 Squadron before joining No 7. He gave several anecdotes to the author Tom Docherty in 2007, who included them in his book;

'No 7 Bombing Squadron RAF in WW2

Flt Lt Frow (3rd from left back row)and his Crew 1944

Air Bomber Ken Milligan 6th from left in back row

" When we arrived at No 7 it seemed to be another world. We seemed to make our own rules, we were all equal, the station seemed like a good club.The first thing that happened was we were all promoted one rank, and were allowed to wear the Pathfinder Eagle Badge, but we had to obtain at least ten good aiming points in order to keep it. We thought this was impossible especially as losses on the squadron were so high.

During my first month on the squadron we lost two Wing Commanders on 'ops', W/C Rampling and W/C Barron.

Nobody was worried about rank or bullshit, I mainly flew in civilian clothes to make it easier

if we were shot down and had to go on the run, Full uniform was only worn outside the base, usually when we all got into Brian Frow's Austin Ten for a trip into Cambridge to drink large quantities of beer. Food was very good, when we were on 'ops' we had two meals of eggs bacon, sausages and toast with butter, one before the mission and our return. When not on 'ops' we did various air tests, sometimes flying so low we would go back with a tree branch lodged in the air intake!"

More training followed at the Pathfinder Training Unit, where they would convert onto flying Lancaster's.

On the 1st March the crew were all given 7 days leave, on his return Ken Milligan found himself promoted to acting Flight Lieutenant.

Ken Milligan would go on to fly 38 missions before being shot down and made a prisoner of war in Stalag Luft III until May 1945.

His missions before that are as follows:-

15.3.44 Stuttgart

18.3.44 Frankfurt

22.3.44 Frankfurt

26.3.44 Essen

11.4.44 7 days leave

18.4.44 Tergnier

22.4.44 Dusseldorf

27.4.44 Aulnoye

1.5.44 Chambly

6.5.44 Mantes

10.5.44 Courtrai

15.5.44 Ken Milligan and his crew were awarded the Pathfinder Badge on this day

19.5.44 Le Mans

22.5.44 Le Mans

2.6.44 Given 7 days leave but called back after 3 days

Many targets were now aimed at gun emplacements, radar sites and airfields in the Pas de Calais area in order to maintain the deception that a planned invasion would take place in this area.

Flt Lt Frow and Crew in front of Lancaster MG-F 'Freddie' with mascot 'Pirate'

5.6.44 Longues - Coastal Battery - Lanc ND744 MG-F Many Navigators reported on their de-briefing seeing a mass of white blobs in the Channel area on their radar screens which of course received a non committal reply from the Intelligence Officers!

7.6.44 Foret de Ceriasy ( Fuel Dumps for Panzer Units) Lanc ND744 MG- F

9.6.44 Rennes Airfield Lanc ND744 MG-F

16.6.44 Flying Bomb Installation -Renescure ( promoted Flight Lieutenant on this day) Lanc PB118 MG- F (First VI's reaching London on the 13th June) The crew actually saw a VI taking off on this trip.

21.6.44 Pas de Calais -Domleger Lanc JA911 MG- A

23.6.44 Pas de Calais, the actual target was a flying bomb site at L'Hey bombed by 412 aircraft, Brian Frow flying Lanc JA911 MG-A. They had a hair raising time on their way home, their aircraft came under attack on three separate occasions, as related in

Tom Docherty's book on 7 Squadron:-

'At 0025 hours they were at 7,000 feet when S/L Frow noticed a Ju 88 positioning for an attack on another Lanc slightly below on their port side. He ordered the bomb aimer Flt Lt Milligan to open fire with the front gun, along with the mid upper gunner W/O 'Taff' Erasmus. After a couple of bursts Milligan's guns jammed, and Ernie Wharton the rear gunner then opened fire. As he did so the Ju 88 opened fire on the other Lanc and immediately broke away. The enemy aircraft's aim was good and the doomed Lanc caught fire and was not seen again.

Five minutes later, F/O Ernie Wharton saw a pale amber light on the port quarter, slightly below their Lancaster at 500 yards, and closing in. He immediately got on the intercom requesting the mid upper gunner, W/O Erasmus to search to starboard. Wharton then identified it as a twin-engined fighter and gave a short burst at 550 yards. After a second burst the enemy fighter's starboard engine caught fire and it dived steeply into nearby cloud where a large explosion could be seen and heard.

In another five minutes 'Taff' Erasmus spotted a night fighter on the starboard quarter, just 300 yards away. Due to a faulty intercom he was unable to warn the pilot, so he tried using his indicator lights that would flash in the cockpit.

Unfortunately, S/L Frow was too busy trying to fly the aircraft to notice the flashes amongst his many dials, and the next thing they all knew was hearing a burst of enemy cannon fire that ripped away part of the starboard tailplane rudder and fin, and part of the starboard mainplane. W/O Erasmus reacted quickly and opened fire on a Me 210 whilst

F/O Wharton quickly turned his rear turret to starboard and opened fire. Ernie Wharton soon found out that his intercom was also unserviceable when the turret was in the starboard position, and also on opening fire, found that his guns were jammed with belt and link stoppages. Rotating his turret back to port restored the intercom and hurriedly told Brian Frow to corkscrew to starboard, whilst working desperately to free his guns.

Swinging his turret back to starboard he fired a short burst, joining 'Taff' Erasmus in the combat.The Me 210 came in close again and Wharton ordered the pilot to corkscrew beam down, with all the gunners opening up again. The fighter broke away clearly damaged after strikes on it's fuselage were observed, and it was not seen again.

S/L Frow started to assess the damage to the Lanc and found that most of the main systems were not functioning correctly, the undercarriage had to be lowered manually and the brakes had failed. The bomber was leaking fuel and two engines were in a poor state, fire could break out at any moment, but luckily none of the crew were injured. The aircraft now over the moonlit sea, turned on its back, became unstable and lost height rapidly. Brian Frow throttled back and continued to heave at the controls, finally levelling out at 800 feet above the water. Being an experienced pilot he made a controlled landing at RAF Woodbridge, but 'A' Apple was a write -off ,with 183 cannon and bullet holes, found on landing.On their way back to RAF Oakington the crew stopped off in a transport cafe where Roy Claridge the Wireless Operator found a sixpence in his trouser pocket, which he promptly placed into a fruit machine located in the corner of the cafe. The machine went berserk, with lights flashing and noises like a machine gun firing, finally spewing out £25 in change over the floor.

This confirmed to the crew that someone was watching over them that night, and paid for a lot of beer to celebrate later in Cambridge. Both gunners were awarded immediate DFC's with Brian Frow the pilot, a Bar to his DFC, and promoted to Squadron Leader. He was awarded the DSO in October 1944 for extreme coolness as a Master Bomber, and reached the rank of Air Commodore post war, he died in September 2002.

All members of this crew were decorated before the end of the war; The Navigator, Flt Lt Crompton Batt a DFC and Bar, W/O Morrison the Flight Engineer, a DFC and DFM, W/O Claridge the wireless operator a DFC, Flt Lt Wharton Air Gunner a DFC and DFM, W/O Erasmus the other Air Gunner a DFC, and of course Ken Milligan the DFC.

Above: 7 Squadron Mascot 'Pirate' (note Pathfinder Eagle on his Collar )

Colin Pateman, the author of 'Airborne Animals and Cockpit Companions' published in 2002 by Woodfield Publishing, and 'Glorious in Solitude' by Fonthill Publishing in 2013, also got in touch with Roy Claridge regarding a cocker spaniel dog he owned whilst with

7 Squadron named 'Pirate', (of course, having a black patch over one eye);

'Pirate flew on 8 operations with us, and completed about 20 ops with another crew. I used to leave him behind on our hard standing with our ground crew looking after him, but he used to slope off to the next hard standing and' join' another crew. I did't find this out until our last operational trip from Soesterburgh, when he landed after us! He was awarded,

I might say unofficially, a Pathfinder badge on his collar by the grateful crew'

27.6.44 Pas de Calais - Mont Clandon- flying bomb site Lanc PA964 MG-K

29.6.44 Pas de Calais - Siracourt flying bomb site Dep Master Bomber Lanc PA964 MG-K

2.7.44 Pas de Calais Flying bomb Constructional Works - Oisemont Lanc PA964 MG-K

4.7.44 Pas de Calais Constructional Works -St Martin L'Hortier daylight raid Master Bomber Lanc NE122 MG-V- hit by flak arrived home on 3 engines

5.7.44 7 Days Leave

15.7.44 Chalons sur Marne Marshalling Yards dropping flares for 229 aircraft Dep Master Bomber Lanc PA964 MG-K

18.7.44 Caen & Cagney Aulnoye railway junctions Master Bomber Lanc PA964 MG-K

20.7.44 Homberg/Meerbeck 147 Lancs and 11 Mosquitoes attacked the oil plants with severe losses of 20 Lancaster's due to night fighters. Lanc PA964 MG-K

Again W/O Roy Claridge takes up the story:-

S/L Frow was flying at 16,000 feet when the rear gunner Flt Lt Ernie Wharton saw a

Me 210 on the port side, flying slightly above at 400 yards. He requested Brian Frow to stand by to dive to port and the mid upper gunner 'Taff' Erasmus to keep a sharp look-out to starboard. Wharton opened fire with a 2 second burst at the same time as the night fighter did, with Wharton's bullets reaching their target and the Me 210 was seen to burst into flames and fell to the ground. Within a few minutes Wharton spotted another night fighter attacking a Lancaster on their port side.

Again warning the pilot to stand to dive to port , also telling the mid upper gunner and the wireless operator to keep a lookout to starboard, he opened fire.

The twin engined night fighter broke away and dived to starboard, the crew not confining it was damaged. Almost immediately the mid upper gunner sighted another Me210 slightly above them on the starboard quarter and closing in for the kill. The bomber was committed to the bombing run at this point (with damaged sight) and the rear gunner was unable to give the pilot avoiding action. Wharton opened fire with a long burst just as the fighter did the same and scored hits. The Me 210 broke away to starboard and Wharton suggested to the pilot that he should start weaving as there were several fighter flares seen in the area. Wharton claimed the Me 210 as probably destroyed.

20.7.44 Homberg Lanc PA964 MG-K

21.7.44 Kiel Wanganui type attack Lanc PA964 MG-K

25.7.44 Pas de Calais Constructional Works Ferray Master Bomber Lanc PA964 MG-K

28.7.44 Stuttgart Dep Master Bomber Lanc ND460 MG-W Newhaven type attack

30.7.44 Caen battle Area 'G' Amaye Surseulles Dep Master Bomber Lanc PB180 MG-F

In July the King and Queen visited the station and carried out several

open air investitures accompanied by Princess Elizabeth. The parade being

out-medalled, as it were by Flying Officer Daphne Pearson who early in the war had been awarded the George Cross as a medical corporal, for rescuing the pilot from a crashed aircraft.

1.8.44 Pas de Calais - Noyeille en Chaussen Master Bomber Lanc PA964 MG-K Mission Abandoned due to Cloud

4.8.44 Near Paris L'Isle D'Adam Backer Up Lanc JB661 MG-L

9.8.44 Foret de Mormal Deputy Master Bomber Lanc PA964 MG-K

10.8.44 La Pailice Oil Refineries Master Bomber Lanc PA964 MG-K

On their route home from this trip a spectacular claim was made by both the Pilot and Radio Operator of having a close encounter with a type of 'flying saucer' which was maintained by them both, over 50 years later. Their experience was recounted in the book, 'The UFO Files: The Inside Story of Real Life Sightings' by David Clarke published by Bloomsbury:-

'The crew were on their way back from an operation over La Pailice France, in August 1944,with the Wireless Operator, Roy Claridge hunched over his aircraft's radar, scanning for enemy night fighters (having had many encounters with those previously),when the screen suddenly went blank, which he reported to his pilot. At the same time Brian Frow the pilot shouted out,"What the hell was that"? Claridge moved quickly into the astrodome and saw what appeared to be 'an enormous string of lights' on the starboard side of the aircraft. He recalled, 'the lights were circular, rather like portholes in a ship. The colour was a very bright yellow changing to intense white.

My estimate was that they were about a 1000 yards from our aeroplane. The ones near- est our Lancaster were the largest and brightest, they stretched fore and aft to what seemed infinity. After about 30 seconds I could see they were part of an enormous disc'.

The rest of the crew by now had been alerted by the intercom chatter ,and could now see this phenomenon for themselves, and were left strangely transfixed by the experience.

Claridge recalled: 'we had no feelings of fear but feelings of great calm, even our gunners who would normally open fire were helpless'. Claridge timed the incident for his radar log at just three minutes before the object 'suddenly shot ahead and was gone. There was no engine noise or vapour of any kind and we were travelling at 240MPH'. The crew were stunned and spoke very little for the rest of the journey home.

During their de-briefing the RAF Intelligence Officer seemed to be more interested in their feelings of well being, rather than the actual experience.

They were instructed not to discuss the incident or make any entries in their flying log books (there is no mention made of it in the Squadron Operational Record Book either). Roy Claridge told the author,'we all sensed we were being watched by another force outside of our knowledge'. Roy Claridge was so taken with the encounter that he later made an oil painting of the craft flying near to the Lancaster.

Two days later the crew were on another mission, none the worse for wear, having recounted the incident amongst themselves over several pints of beer!

12.8.44 Bordeaux Fort Area Deputy Master Bomber Lanc PA964 MG-K

13.8.44 Falaise Gap Master Bomber Lanc PA964 MG-K

14.8.44 Battle Area Normandy Deputy Master Bomber Lanc PA964 MG-K

15.8.44 Soesterberg Luftwaffe airfield in Holland - Escort of American Mustangs Deputy Master Bomber Lanc PA 964 MG-K

Unbeknown to Flight Lieutenant Ken Milligan, the CO of 7 Squadron W/C RW Cox had recommended on the 25th August that he be awarded the Non Immediate

Distinguished Flying Cross for having completed 38 sorties (140hrs 40 mins) with the Pathfinders. The rather bland recommendation gives no indication of what Flt Lt Milligan had actually experienced on these missions.

'This officer has completed 38 operational sorties, all of them with the Pathfinder Force. 35 of these sorties have been as a Marker and the crew, of which he is a member, have on a great many occasions, acted as Master Bomber.

Flight Lieutenant Milligan, as Air Bomber, has always set his mind on the task in hand, fearlessly and with an utter disregard to self. His courage, skill and determination has set a fine example to the Squadron.

The recommendation was strongly endorsed and finally approved by Air Vice Marshal Don Bennett, Commanding Officer of No 8 (Pathfinder Force) Group on 30th August 1944. (The award officially appeared in the London Gazette of 14th November 1944)

On the 2nd September Ken Milligan was given 14 Days Leave, and on his return would find himself as a 'spare bod' in a pool of spare aircrew, as his former crew were 'rested', due to completing more trips than him. Ken Milligan wouldn't have to wait too long before seeing action again.

Flying Officer Ray Beune was a Canadian pilot who had joined No 7 Squadron in August 1944 having completed 17 missions previously with 90 Squadron. He and his entire crew had volunteered to join the Pathfinders because in his words, 'after just one month at 90 Squadron we were the only crew surviving from the original of five weeks ago, and the average number of missions for Bomber Command at that time before being shot down was 17, we would also all be promoted on joining the Pathfinders.

Post war, Ray Beune published a book privately on his war experiences titled;

'Flying Officer Ray Beune and The War Years' extracts have been taken from that book giving details of Ken Milligan's one and only mission with Beune's crew, resulting in him being shot down and made a POW.

On the 6th October 1944 a daylight mission was undertaken at 1500 hours by 8 Group (254 Halifax aircraft along with 46 Lancaster's) to bomb the Hibernia AG synthetic oil facility at Schloven-Buer (Gelsenkirchen-Horst). Another operation was also being carried out at the same time on the plant at Sterkrade. The weather was vey clear and reports state that the bombing proved accurate, but 10 aircraft were lost on these two raids.

Gelsenkirchen (population 332,000) was the centre of the synthetic oil industry, and was always regarded as being the most strongly defended area in the Ruhr Valley, with heavy and very accurate visually predicted flak.

Flt Lt Ken Milligan was on this mission as Bomb Aimer in Lancaster PB241 MG-X* flown by F/O Ray Beune. The other members were:-

Flt Sgt FG Etheridge - Navigator

Flt Sgt AC Davidson - Wireless Operator Sgt JG Forster - Flight Engineer

Flt Sgt WH Sweet - Mid Upper Gunner Flt Sgt WA MacWilliam - Rear Gunner Ray Beune takes up the story;-

'The trip to bomb the synthetic oil factory at Scholven Buer on the 6th October was another matter however. For this mission we were the lead aircraft, and knew we might be easily picked up by the German radar, and could receive quite a pounding- which we did. On this mission I was missing two of my regular crew, Louie (Mick) McGuire who was sick with a bad cold, and was replaced by another Mid Upper Gunner from the pool, Flight Sergeant WH Sweet.

Also I had a new Bombardier, Flight Lieutenant Ken Milligan, as Gordon Garvie my usual Bombadier had requested a transfer.

On this day, and only on this day, I had a premonition that disaster awaited us. I cannot explain this feeling of impending doom. That feeling was to haunt me for several months.

On that day we went through all the regular routines such as meals, briefings, in order to get ready for take off which was due at 1pm.The flight over friendly territory was uneventful. However, once we crossed into enemy territory and headed towards the Ruhr, the enemy batteries opened up at us, and we started to drop our window (foil strips to con- fuse the enemy radar).

We were only about five minutes into the barrage when we received a direct hit. The shell explosions hit us amidships, next to the wireless operator station.

The resulting shrapnel sliced my jaw open, and I started to bleed profusely but with no pain. Shells were now exploding all around us. The mid upper gunner shouted on the intercom that the starboard engine was on fire, and I immediately shut it down and feathered the engine.

Then he yelled back that he meant the PORT inner engine, so I shut that one down and pressed the button to activate the fire extinguisher. I restarted the starboard engine, opened the bomb doors and jettisoned our load of bombs. I then turned the aircraft west heading for the Allied lines in France, which I thought we could make and then bail out. The port outer engine then started to heat up, so I shut that down, and activated the fire extinguishers. Meantime we were losing height, but no smoke was coming from the engine. I told the crew to prepare to bail out, as I thought it might come to that. They all came forward to do this except for the rear gunner who would go from his turret. After about five minutes with no other emergencies happening I instructed the crew to return to their positions as we would soon be over the Allied lines. Five to ten minutes after that fire erupted from the port side, the flames actually coming into my cockpit, searing my legs so I could not put them on the rudder pedals. Instinctively I knew we were in great danger of a gasoline explosion. I gave the order to bail out fast. The following sequence occurred within 10 seconds. Mac never got out of his rear turret, his body was found in the wreckage of the aircraft which crashed at Wissel, 3 miles from Emmerich. Four other crew bailed out of the front exit, with the MU gunner deciding to use the side door. I ripped away the curtain that separated the cockpit from the rest of the aircraft and looked back for the MU gunner. I did not see him and assumed he must have jumped by now. I moved to the front exit and jumped out. The aircraft was about 1200 feet from the ground when I jumped and as I pulled my ripcord the plane exploded. Four months later I met the MU gunner in prison camp who told me the plane exploded while he was still aboard, with the explosion blowing him away from the aircraft. The wireless operator, Archie Davidson was seen to fall to the ground with his parachute in flames, and entangled in his legs. His body was found within a five minute walk of the wreckage'.

* This Lancaster III was delivered to 7 Squadron in July 1944, and had completed 159 hours active service, the other Lancaster lost on this day was PA964 MG-K which Ken Milligan had also flown in as Bomb Aimer on many other sorties.

Ken Milligan was interviewed on the 16th May 1945 as part of his MI9 report, and gave his version of the days events of the 6th October 1944:-

" It was a normal trip to the target area, but we were hit by flak on the run up about 8-10 miles from the release point, causing fire. The pilot feathered both port engines and continued on track to bomb the target. This happened SW of Wesel still on track. We prepared to abandon the aircraft at this time. After I had released our bomb load I gave a course of 355 True until clear of Wesel, then turned onto 270 True for our own lines.

The engines I believe must have been re started at this time. The fire caught again and the pilot gave orders to bale out. The Mid Upper and Rear Gunner with the Wireless Operator had been given orders to stay near the rest position, But I thought they must have gone back. The Engineer went out the front hatch followed by the Navigator, followed by myself'. The five remaining aircrew who parachuted safely were soon captured near Emmerich, and taken to the Luftwaffe A/A unit at Duisberg where they were paraded in front of the gun crew, and briefly interrogated by the officers, before being sent to Dulag Luft (Transit Camp -Air Force) located in Frankfurt.

It was here that they received a more intense interrogation, combined with an additional softer interrogation from bogus Red Cross personnel who would lull them into a false sense of security, whilst helping them filling out various bogus 'Red Cross' forms, hopefully revealing a lot of useful information to the enemy.

Their private conversations between other aircrews would also be monitored using hidden microphones in their cells, and recreation areas.

After two weeks in Frankfurt, with no useful information being obtained from Flt Lt Milligan he was sent to the infamous Prisoner of War Camp, Stalag Luft III at Belaria, Lower Silesia and given a POW number 8240. He was sent there in company with F/O Ray Beune who

was given a POW number 8225. The three remaining Sergeants of the crew were also given POW numbers and sent to the NCO's Camp Stalag Luft 7 located at Bankau in Silesia, Flt Sgt Etheridge (1067) Sgt Forster(1021) and Sgt Sweet (1084). During their time at the camp the crew would have written to the Irvin Parachute Company in England, making a claim for the gold caterpillar badge, for successfully baling out of an aircraft using an Irvin Parachute, (which they collected on their return to the UK in 1945)

STALAG LUFT III

By January 1945 the boom of Russian guns could be heard in Stalag Luft III, with the threat of the Russian Army coming from the East, only 16 miles away. To prevent the POW's from being liberated by the advancing army it was decided in Berlin that all prison- ers would be moved to other camps, beyond the reach of these Russian troops, in order to use them as leverage for concession from the Allies.

So began 'The Death March' at midnight on the 27th January 1945, when groups of 250-300 prisoners in below freezing temperatures, had to walk 20-40kms a day, deeper into Germany. They had very little or nothing in the way of transport, food, clothing, shelter or medical care, many of them dying along the route, due to frostbite or dysentery. Sounds of gunfire were always heard coming from the rear of the columns, the result of stragglers being dealt the final blow by the guards. It is estimated that just over 2,000 POW's died on this long march.

Both Ken Milligan and Ray Beune were amongst 'the lucky ones', who finally made it on the 6th February to arrive at Stalag Luft IIIA, located at Luckenwalde, some 32 miles south of Berlin. This camp was worse than the one they had recently been forced to leave, having to share their accommodation with rats, lice and fleas, and only being fed once a day with a form of watery soup, accompanied by bread made with sawdust.

By mid April the prisoners began to notice that more and more German guards were leaving the camp, and not returning. On the 22nd April Soviet forces finally entered the compound, to the relief of everyone. The POW's were not immediately released, but the Russians diid manage to provide them with a little more food and some medical attention. Both Ray Beune and Ken Milligan together decided that they couldn't wait any longer for better food and liberation, and on the 7th May escaped from the camp and made their way to the American forces at Magdeburg.

After 6 days of rest and recuperation with a proper bath and food, they were released to the RAF on the 14th May, under Operation Exodus. Ken Milligan claimed to have flown 55 operations with the RAF during this interview and later made a claim for his Canadian

Operational Wing and Bar (probably including training)

On the 1st June both Beune and Milligan climbed aboard a DC 3 Dakota and were flown with other POW's to RAF Tangmere in West Sussex, where they were de-briefed once more, and filled in an MI9 Intelligence Report, Ken Milligan stating he had discussed politics with his German interrogators.

On the 8th June Ken Milligan was flown home to No 1 Repatriation Depot at Lachirie, Montreal, and then on to No 3 Reception Depot at Vancouver, after which he was given 42 days leave. On his return on the 20th August 1945 he was transferred to the RCAF Reserves under General Section Class 'E' . After discharge he returned to civilian life taking up a position as Chief Clerk to the Superintendent of the British Columbia Telephone Company.

Between 1946-47 he completed a course on Psychology at the University of British Columbia, after which he decided to rejoin the RCAF (Auxiliary) on the 29th March 1947, as an Air Bomber, regaining his old rank of Flight Lieutenant (Service No 120186), and rather belatedly was presented with his DFC! Ken Milligan was posted to 442 Squadron based at Sea Island, where he served for the next 2 years.

He was Honourably Discharged from the service on the 30th November 1949, becoming a Supernumerary Reserve Officer 'E' (Auxiliary). Ken immediately rejoined his old telephone company, this time as a Supervisor, and in 1959 married Gwendolyn Massell when they took up residence at 5460, Francis Road, Richmond BC.

Sadly Ken Milligan became ill on the 9th May 1983 and was rushed by ambulance to Richmond General Hospital, but was dead on arrival. He was cremated at Vancouver Crematorium three days later.

Flight Lieutenant Kenneth Milligan RCAF was entitled to the following medals and decoration:-

The Distinguished Flying Cross in Silver (dated 1944)
1939/45 Star in Bronze (with Bomber Command Bar)
Air Crew Europe Star in Bronze (with France and Germany BarCanadian Defence Medal in Silver
Canadian Voluntary Services Overseas Medal in Silver (with Maple Leaf Bar)
Canadian War Medal in Silver
Canadian Operational Flying Wing in Silver (with Bar)
Gold Irvin Caterpillar Badge Gilt RAF Pathfinder WingCanadian RCAF Reserve Badge in Silve

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