Operation: Benghazi, Libya.

Date: 15/16 July 1941 (Tuesday/Wednesday)

Unit: 38 Squadron - Motto: 'Ante lucem' (Before the dawn)

Squadron Badge: A heron volant.

Type: Vickers Wellington 1C

Serial: T2849

Code: Call sign 'T'

Base: RAF Shallufa, Egypt

Location: About 55 miles south west of Mechili, Libya.

Captain: F/Lt Peter Armstrong Ostle 40480 RAF. Age 26. PoW No. 201 Camp: Stalag Moosburg (Isar) - 7A (1)

Pilot: Sgt. Thomas Benjamin (Tom) Comins Aus/402111 RAAF. Age 29. PoW No. 32072 Camp: Stalag Lamsdorf - 344 (2)

Nav: P/O. Alexander (Alec) Mackay Aus/402019 RAAF. Age 31. PoW No. 228327 Camp: Stalag Luft Sagan and Belaria - L3 (3)

W/Op/Air/Gnr: Sgt. John Lawrence Canning 970575 RAFVR. Age 20 (4)

Air/Gnr (F) Sgt. Alan Davey Watt 970182 RAFVR. Age 22. (5)

Air/Gnr (R): P/O. Herbert Mann 82202 RAFVR. (6)

INTRODUCTION

Peter Ostle arrived in London from Egypt on 20 January 1939 on board the RMS Mooltan. Aged 23, Peter was a Pilot Officer in the RAF, his previous residence was recorded as Egypt and his intended future permanent residence as 3 Manon Villas, Sutton Coldfield. Apart from being awarded a short service commission on 2 February 1938 nothing more is known of his early RAF service, until 28 October 1939, when he is mentioned in the 47 Squadron, Operations Record Book as follows

'Khartoum - P/O.Holman took over duties of Officer in Charge of Station Defence vice P/O. Ostle'.

On 4 May 1940 he is mentioned in the Movement Order relating to the re-location to Summit Station (Erkowit) from Khartoum.

Italy declared war on France and Great Britain on 10 June 1940, and just two days later, Peter got his first taste of action, as pilot of one of nine Vickers Wellesley bombers of 47 Squadron, detailed for a raid on Asmara Aerodrome in Eritrea. All returned safely.

By the end of September, when the Squadron was based at Carthago, Sudan, he had been involved in another 4 ops. Though he seems to have made no further operation flights with 47 Squadron he was still with the Squadron when he was promoted to Flying Officer on 10 November.

On 15 November he was posted to 70 Squadron at Kabrit, Egypt, along with F/Lt Dally and F/O. Harrison. However, no record of any of them has been found in the records of 70 Squadron.

An entry dated 15 January 1941, in the ORB of 38 Squadron, based at Shallufa in the Canal Zone, records the arrival of 6 Pilots together with 3 Navigators, 4 W/T Air Gunners, and 5 Air Gunners from Ismailia, for training. Among them was Peter Ostle, W/T. Air Gunner Sgt. Alan Watt (ex 70 Sqn) and Air Gunner Sgt. Herbert Mann.

It was also recorded that 'the pilots have all done operational flying on Wellesleys in the Sudan, some daylight.'

There followed 4 weeks of training on Wellingtons after which they were deemed ready for operations flying the Squadron's Wimpys.

Peter Ostle began operational flying on 13/14 February 1941, as 2nd pilot under the Captaincy of P/O. Burman, who had himself, until recently, flown as a 2nd pilot. The other crew members were Sgt. Barnett, Sgt. Feeley, Sgt. Watt and Sgt Brown, all of whom, apart from Feeley, had arrived with Peter from Ismailia on 14 January. The raid was on the aerodrome at Scarpanto and conducted by four crews, one of which, captained by P/O. Anthony Loveridge* flying T2742, failed to return and all the crew perished in the crash.

*P/O. Loveridge and his crew had joined 115 Squadron at RAF Marham in Norfolk from 11 OTU at RAF Bassingbourne on 15 September but was almost immediately posted to 38 Squadron (also based at RAF Marham) just 2 weeks later. Notable among his crew was Sgt. John Lawrence Canning (wireless op and front gunner), who fortuitously, was not with the crew when T2742 was shot down. He thus became a spare bod, flying with several different crews before joining that of Peter Ostle's.

During March and April, the crew, under P/O. Burman, conduct 6 more operations, mainly against Tripoli. On 15 April Peter was detailed to lead the crew to war as Captain, his No. 2 being F/O. Harrison. This crew, however, was soon to undergo changes, with only air gunner Alan Watt remaining an ever present.

By 31 May Peter had flown 6 more ops. There had been various number 2 pilots and on 20 May, Herbert Mann had joined and became the permanent replacement for Sgt. Brown in the rear turret. Sgt. Feeley, the Wireless Op was replaced on 3 June by John Canning for a raid on Maritza aerodrome, Rhodes, and on 17 June, Sgt. Barnett gave way to P/O. Middleton, in the navigator's seat, for a raid on Derna in Libya. John Canning was to fly every op with the crew from here on in.

Another raid on Derna of 11/12 July, was number 19 flown by Peter Ostle with 38 Squadron, and saw Australian pilot Sgt. Thomas Benjamin Comins take over in the 2nd pilot's seat and P/O. Alexander Mackay replace navigator, P/O. Middleton.

Tom Comins, a 29 year old a Pharmacist from Sydney, had been posted to 38 Squadron on 19 April and so far, had completed 9 operations as 2nd pilot with several different crews.

P/O. Alexander Mackay, had been born in Fiji to an Australian father and Fiji born mother, both of Scottish ancestry. Alec was 31, and had been a Plantation Overseer in civilian life. He had only recently been posted to 38 Squadron and had flown just one operation prior to this one, a raid on Benghazi on the night of 3/4 July, with the crew of P/O. Cooper.

12 July 1941, also saw Peter Ostle promoted to Flight Lieutenant.

Peter and his crew enjoyed the next three night off, but on 15 July the following order ensured that their brief respite was over. An operation to lay mines (Cucumbers) in Benghazi harbour was on the cards for that night and their services were required once again. The crew was to remain the same as the Derna raid of 11/12 July.

'RAF Station KABRIT (R) 257 WING ADV. HQ.

RAF Station SHALLUFA HQ 204 GROUP HQ.RAF.ME.

From:- HQ.257 WING A481 15/7 MOST SECRET

A. Form B.114

B. 15 July, 1941

C. See latest Intelligence Summaries and Target Information sheets.

"Bomb Line" Sollum - Bir Wair thence line of frontier wire with the exception of area within 12 miles radius of Tobruk town.

D. To mask planting of Cucumbers by a heavy bombing attack on Benghazi Harbour.

E. Night 15th/16th July, 1941.

F. 7 aircraft, Shallufa. 10 aircraft Kabrit.

G. (i) 5 aircraft Shallufa, to plant Cucumbers in area notified to O.C. Shallufa. Any Cucumbers dropped outside the 10 fathom line are to be notified to this Headquarters forthwith.

(ii) 2 aircraft Shallufa, and 10 aircraft Kabrit: Benghazi Harbour, area including Cathedral Mole, triangular area at base of Central Mole, and water-front contained N.W. of the following Points:- E.9, L.17, L.15.

H. Any enemy aerodrome in use or any enemy movement seen West of the "Bomb Line"

J. Assessment of damage done and reports of any enemy aircraft, shipping or movement seen. One aircraft Shallufa is to take a photograph of the target area.

K. 5 aircraft Shallufa and 10 aircraft Kabrit are to operate from Fuelling Landing Grounds as follows;- 5 aircraft Shallufa from L.G.09: 4 aircraft Kabrit, from L.G.60: 6 aircraft, Kabrit, from Fuka Satellite.

2 aircraft Shallufa are to operate direct from base, refuelling at L.G.09 on return journey.

All corridor regulations are to be adhered to.

L. Bombing attack is to commence at 0200 hours. Aircraft are to attack in one wave, in order to provide the maximum diversion and noise to cover the movement of the aircraft planting Cucumbers.

All aircraft are to be East of a line North and South through Sollum half an hour before dawn.

M. (i) For G (i) 2 Cucumbers per aircraft.

(ii) For G (ii) Load 1. One long delay bomb is to be carried by each aircraft, in order to spread dislocation throughout the daylight hours of 16th July.

As per Signals Instructions

Acknowledge

T.O.O. 10.35/16 L.T.

(signed) L. H. Merton

Wing Commander S.A.S.O.

'Mines were again taken to forward base (LG 09) and diversion bombing arranged. Five machines led by W/Cdr. Gosnell left Shallufa. Unfortunately the Wing Commander's aircraft went u/s at Advanced Base and he was unable to operate. The other four machines took off on time.' (ORB)

'At 22.25 hours on the night of 15 July, Aircraft T2840 [sic] with Flight Lieutenant P.A. Ostle as Captain and full war crew, took off from Advance Landing Ground 09 with a petrol load of 750 galls and 2 x 1000lb mines, to lay mines at the harbour entrance of Benghasi [sic].' (Circumstantial Loss Report)

'Met. winds given were incorrect and aircraft were over the target nearly half an hour too soon. P/O. Head, stooging around above the target, saw a lot of light tracer firing out to sea 15 minutes before zero hour. He immediately realised that a too early attack was being made and dropped his bombs into the town. This diverted some of the flak to him. The early attacker was Sergeant Earl in aircraft "F". He had gone out to sea losing height diving into attack from the North West. He let his mines go in the arranged position from 450 to 300 feet flying directly into the tracer from light A.A. and machine guns mounted in the Moles. The positions were 800 and 400 yards outside the harbour mouth. He dived still lower over the harbour at 50 feet turning North and skimming the waves at sea level. Doing the first part of the dive his aircraft was damaged by a 40 m/m shell exploding in the starboard wing geogetic [geodetic] and causing a large hole. The air gunner fired 800 rounds apiece at the tracer base and searchlights which caught the machine. Sergeant Earl brought his machine safely home.

Two other aircraft planted their mines without opposition, due to the excellent diversion bombing from other aircraft.' (ORB)

'T2849, flow by Peter Ostle and crew, was the third minelayer, and at 800 feet, having just dropped its two mines in Benghazi harbour was hit by flak in the port engine and oil pressure fell to zero. They had managed to evade the searchlights and gain height to 4000 feet when the motor cut out.' (Tom Collins' Escape and Evader Report and Liberation Report)

'At 02.55 hours on 16 July a message from the aircraft was received but the text was not understood owing to morse interference. At 03.20 hours this message was received "Losing height, may have to bale out at Tobruk, prepare flare path at Sidi Barrani."'

At 02.58 hours aircraft was given a 2nd class bearing from Maaten Bagush of 283°, 03.01 hours L.T.' (Circumstantial Loss Report)

They set course to Tobruk, but, unable to maintain height, finally crashed about 50 miles south west of El Mechili. None of the crew were injured and they decided to aim for Tobruk, but shortage of food and water forced them to seek help at El Mechili, and they were finally captured by a roving patrol of Italians on 19 July just before they reached the village.

In the course of the research of this loss, Aircrew Remembered researcher, Roy Wilcock, was fortunate to discover the website of Club Modellismo Plastico Ravenna www.cmpr.it . On the website were 27 amazing photographs of Wellington T2849 with the following explanation by the Club President Saverio Radogna:

'Many years ago, our National Director [the late Giorgio Di Giorgio] happened to buy a booklet containing the photos shown below in a flea market. Unfortunately, the indications were very scarce, apart from the date [27 July 1941], there was no other news. Who knows, their publication may arouse the interest of someone capable of completing the story of the unfortunate plane.'

Roy immediately made contact with Saverio who proved to be most helpful and obliging regarding the use of the photographs.

On behalf of Aircrew Remembered, Roy would like to thank Saverio Radogna, for kindly granting permission for the use of the photographs of Wellington T2849. The pictures shown below are just a few of the 27 that can be viewed on the website of Club Modellismo Plastico Ravenna - www.cmpr.it. The website is well worth a visit by anyone with an interest in aviation.

According to the booklet the date of the crash was 27 July 1941. Clearly this was not the case, and the date is thought to refer to the date when the aircraft was discovered, or when the photographs were taken. The Italians were clearly interested in learning as much as possible about the Wellington and a number of the photographs are internal views. They removed the front turret, presumably to be taken away with other items of interest, for further examination and investigation.

Wellington T2849 after crash landing. Note that the missing front turret had already been removed by the Italian investigators.

Wellington T 2849 before removal of the front turret

The front turret after removal from the main body of the Wellington

Wellington T2849 viewed from the rear

The tail section of the aircraft with the serial number clearly visible

The port engine which was hit by flak

The control stick and dashboard

The captions translates as ' The two ends of the hose are joined together with a flexible coupling.' I.e. the Fuel Jettisoning Outlet Pipe visible in the foreground underneath the wing.

However, it would appear that something else of interest is being investigated judging by the legs sticking out from beneath the fuselage

THOMAS BENJAMIN (TOM) COMINS

In his Liberation Report, Tom Comins said that he was taken to Apollonia on 21 July and although not recorded, it is reasonable to presume that the rest of the crew were probably taken there with him. Apollonia is near the coast about 75 miles north of Mechili. They remained there for 5 days before being taken the 750 miles west to Tarhunah near Tripoli where they arrived on 1 August and where they were to remain until 15 September when Tom Comins is know to have embarked for Italy.

Arriving in Italy, Tom was taken to Campo PG 66 (Campo Prigione di Guerra 66/War Prison Camp 66 ), Capua, PM 3400 (Postal Mark 3400), a very large camp used as a quarantine and transit camp, 16 miles north of Naples on the east coast of the country. From here Tom was then sent to Campo PG 57, Gruppignano PM 3200, Fuili near Udine, arriving on 28 October 1941. Gruppignano was the main camp for Anzac non-commissioned officers. The story of Tom Comin's incarceration continues below.

C 1941. The main entrance, with the original guard watch tower of the Italian Prisoner of War Camp PG57 Gruppignano in northern Italy, with a Carabinieri guard on sentry duty. The watch tower was later removed and only the single sentry box remained.

It is known that Herbert Mann was sent to Campo PG 5, Forte di Gavi (Alessandria), PG 3100, Piedmont, and John Canning was sent to Campo PG 65, Gravina, Altamura PM 3450 Bari. The story of Alec Mackay is included below.

The Italian camps to which Peter Ostle and Alan Watt were sent are unknown. Peter Ostle was eventually held at Stalag 7A Moosburg (Isar) in Germany but nothing further is known regarding the movements of Herbert Mann, John Canning or Alan Watt

LOCATION OF ITALIAN PRISON CAMPS REFERRED TO IN THE TEXT

The story of Tom Comins continues with this extract from his Liberation Report of 10 July 1945

'PG57

Attempted escapes

(a) First Attempt

In May 42, I, together with four others, Sgt. R. L. Head, Sgt. A. Williams, Sgt. N. R. Ross, AIF and Sgt. T. E. Canning, RAAF, decided to attempt escape by tunnelling. We soon found, however, that the ground was too hard for our purpose and we made very little headway. However in Aug another compound was opened and we had no difficulty in obtaining access to the new compound. We soon enlisted many more helpers and although the ground here was also very hard we were able to get ahead with the work by digging as much as ten hours a day. The tunnel was started under the floor of one of the huts, and it was our intention to bring it up in a patch of corn about 150 feet away. We tunnelled to a depth of 12 feet. The size of the tunnel was 2' 6" wide and 3' 0" deep though it varied considerably throughout. During the tunnelling operations we were never suspected, due probably to the fact that the Italians thought, and openly boasted, that escape was impossible, and also because the hut from which we started the tunnel was unoccupied during the first four or five weeks of our operations.

Due to certain obstacles which we encountered, it was impossible to open our tunnel exit in the corn patch as planned, and we were forced to make our exit in open ground. For this reason we decided to wait for a wet night to aid our escape. We were all ready to go on the 27 Oct 42, but the weather in the early part of the night was against us and so we decided to wait for more favourable conditions. However, it did actually rain later in the night, washing away the earth from the exit, and when we examined it the next day we could see daylight. So we made up our minds that we must make the attempt that night regardless of the weather.

It had been decided by general vote of the tunnellers, (now 23 in all), that a total of 19 should make a break in the first attempt, as of course there were many more who wanted to go. Lots were drawn for the priority in leaving and the first party of two to leave went at about 19.30 hours. Canning, Head and I went together at about 23.00 hours. Although the night was clear and starry, the break was made undetected. All those going had assembled in the tunnel at 19.30 and the entrance had then been sealed. In order to move quietly we wore socks over our boots and as a precaution, in case dogs were used in the search, we impregnated our socks with garlic, having been told that dogs will not follow the smell. We had managed to save up food from our Red Cross parcels, principally chocolate bars, of which Read and I had about 40 each. We had a map of the district stolen from the Italians and we had procured a compass from a man in the camp who had decided not to make the attempt.

Our plan was to make for Tirano where we believed we could pick up a railway line, which, though unused, would probably lead through the passes in the Alps and into Switzerland. However it was necessary to avoid Udine, so we headed north after breaking camp and then west. As we were in uniform we were forced to lie up during the day and walk at night. On the evening of 2 Nov 42, while lying in some bushes on a hillside in the area of Traroni, we were discovered by some Italian Boy Scouts who were assisting the soldiers of a frontier division in searching the area. We were held by the unit who captured us until carabinieri arrived to escort us back to prison camps. All 19 were captured and I was informed by an Italian major that three Divisions had taken part in the search, so that we had little chance of making good our escape.

I, together with Canning and Head, escaped the beating up which the remainder of the party were subjected to. I think we were spared because of the intervention of the Colonel of the unit who caught us. He himself had escaped from a German prison camp by tunnelling in the last war and was very kind and sympathetic to us. The guard who made me strip on return to prison, made his own "sound effects" of a beating by clapping his hands and slapping the wall and roaring at us. The same form of pantomime was carried out when Canning and Head were stripped. We were kept in our underclothes and handcuffed for two days as a punishment and because of the cold we were unable to sleep. In fact we had to keep constantly on the move in order to maintain our circulation. We were also put on half rations'.

Continued later.

Grupignano, Italy. c. 1941. The prisoner of war (POW) huts behind the inner fence of barbed wire at the Italian POW Camp PG57 (Campo 57) in northern Italy. About 500 Australians captured in North Africa were held here. The camp, situated in a wide plain surrounded by mountains, was a large compound containing wooden huts about 90 feet long and 30 feet wide. The camp commandant was Colonel Calcaterra of the Italian Carabinieri. By October 1942 there were more than 1200 Australians and 1000 New Zealanders held in this camp.

On September 8 1943 Italy surrendered to the Allies and when the camp commandant at Gruppignano withdrew the Italian guards, for all intents and purposes, the prisoners were free to leave. However, MI9 had earlier considered that with Italy out of the war, the Allies would sweep through the country very quickly, and had, therefore, ordered that prisoners of war were to remain in their camps to await the arrival of Allied troops. The senior British officer at Gruppignano dutifully implemented the order, and ordered the men not to leave. The following day, German troops arrived, took over the camp and almost immediately commenced transfer of the prisoners to PoW camps Germany.

By 15 September Tom Comins was at Stalag 18C at Markt Pongau (today: Sankt Johann im Pongau) near Salzburg, in northwest Austria. His stay here was short-lived, and on 30 September, he was transferred to Stalag 8A at Görlitz in eastern Germany, on the Polish border, and where he arrived on 2 October. He was held at Stalag 8A until 2 December, when he was transferred once more, this time to Stalag 344 at Lamsdorf (now Łambinowice, a village in Nysa County, Opole Voivodeship, in south-western Poland). He arrived there on 3 December 1943 and was to spend the next 14 months incarcerated at the camp. On 22 January 1945 in the face of advancing Soviet forces the camp was evacuated with many of the prisoners being marched westwards in groups of 200 to 300. In appalling Winter weather some died from the bitter cold and exhaustion, the ones who survived were eventually liberated by American forces. Tom Comins was among those marched westwards through Germany from 22 January 1945 to 3 April 1945, and the following press release gives an insight into his experience.

'AUSTRALIAN NEWSPAPERS

RAAF RELEASE NO. 1136

Air Ministry News Services

Air Ministry Bulletin No. 18653. 3.5.45

RAAF PRISONERS OF WAR MARCHED 600 MILES

Stories of two terrible marches, one of 600 miles and the other of 415 miles, we're told by RAAF PRISONERS of war who have just reached England.

Three men who took part on a 600 mile march from Poland in Western Germany, where they were liberated were, Warrant Officers, T. B. Comins, pilot of N.S.W, J. S. Cameron, observer of Burnie, Tasmania and J. S. Holder, pilot of Toorak, Victoria.

"We started out in the heart of winter when it was freezing cold and snow was on the ground everywhere,' said Comins. 'We marched up to 23 miles a day, but a usual day' s march was 14 miles. We slept at night mainly in barns, and often in sheds or disused factories. We had no blankets, no change of clothing, only what we stood up in, and the food was terrible. "

Cameron said their usual ration consisted of four or five ounces of bread and a little meat and cheese when they were lucky. They were supposed to be on German Army field rations and to receive soup and coffee. Coffee, they hardly ever saw, and soup was given them on two days out of thirteen.

Holder said the cold did not worry them while they were marching. At night, though they had no blankets, they were warm because they burrowed into the straw of the barns , and they were crowded close together.

"We thought we were being treated harshly, but we saw one terrible sight which made us think we were not so badly off", added Holder. "Our column passed a column of 500 Hungarian Jewesses who had been on the march for five months. They were ragged, dirty and weary. Most of them had lost their clothing.

A blanket around the waist was a skirt and another around the shoulders was a shawl. Some of them wore old army boots but many wore clogs. There were others who had bound their feet with straw or pieces of blanket. We were feeling the effects of this march, but they were women and had been on it for far longer than we had."

Holder declared that the Germans made a practice of keeping them standing in the freezing cold for three or even four hours at the end of the march before letting them into the barn selected as their shelter for the night.'

Details of the second march have not been included as they are not relevant to the story of the crew of T2849.

Tom Comins was on the march from 22 January 1945 to 3 April 1945. His Liberation Report of 10 July 1945 continues with the following details of his other attempted escapes.

'(b) Second Attempt.

While on the march from Duderstadt to Fallingbostel: I escaped with two soldiers of the AIF, W/O. Pope J. C. and W/O. Beecroft A. R. about 20 miles N of Duderstadt. We got away on 3 April 1945 but were picked up again on the morning of 7 April. On the afternoon of the 10th we were sent to a working camp near Wernigerode where we arrived at about 1600 hours.

(c) Third Attempt

At about 19.30 hours on 10 April we made a break from the working camp (Pope, Beecroft and I accompanied by two British soldiers) and hid up in a greenhouse on the outskirts of Wernigerode where we remained until the Americans entered the town 24 hours later.

We were liberated by the 2 Armoured Division US Army on 10 April 1945.'

Tom arrived in England on 20 April 1945 and was posted to 11 Personnel Despatch and Reception Centre at Brighton the following day. Though there must have been many times when he feared he might never see his homeland again, on 9 September 1945 he finally arrived back in his native Australia.

ALEXANDER (ALEC) MACKAY

A request for permission to include in this account, a photograph of navigator, Alec Mackay, discovered on the Ancestry website, led to contact with one of his children who kindly provided a statement, written on 15 June 1981 by Alec, of his RAAF service. We are most grateful to the Mackay family for permitting us to include the full text of his account. The annotations in square brackets, have been added by researcher Roy Wilcock.

'STATEMENT BY VETERAN

MX.254113

IN:GC

MACKAY, A (POW(E)

15 June 1981

A Rough outline of my service in the RAAF.

I enlisted in the RAAF. towards the end of 1939 and was called up at the end of April 1940 and sent to Cootamundra [New South Wales] as a trainee in AOS No. 1 course. My birthday (30th) was on 6 May 1940 and thus I was approximately 6 years older than the average trainees. The physical effort to keep up with the younger air-crew trainees was quite an arduous feat.

After completion of my initial training and navigation course I went to Evans Head [New South Wales] to do my bombing and airgunning training [26 September 1940]. The CO stressed that we had to be physically fit, and that we had no excuses because we could get fit on the beach. Each day I and few of my friends used to run a few miles along the beach then have a swim. Possibly I overdid this running.

[He was awarded his Air Observer Badge on 18 November 1940]

Later I was transferred to Parkes [New South Wales] to do my astronavigation course [21 November 1940] and was finally passed out in early December 1940.

I left for the Middle East in February 1941 and arrived in Egypt via India about March 1941. The Australians had no bombers there at the time and after several odd jobs preparing landing strips in the desert I joined 38 Squadron RAF.

[His 1st op was on the night of 3/4 July 1941, a raid on Benghazi with P/O. Cooper and his crew of Sgts. Pottie, Keighly, Ritchie and Mallaby. His 2nd op was on the night of 11/12 July 1941, a raid on Derna with Peter Ostle and his crew of Tom Comins, John Canning, Alan Watt and Herbert Mann]

I was shot down on my third bombing mission which was minelaying in Benghazi Harbour. This was to be achieved at about 100' altitude and at just above stalling speed, so as not to explode the 1000lb mines on impact. At this height and speed we were sitting ducks and we collected quite a bit of flak. We limped our way back East until one engine gave out and we gradually lost height and crash landed in a salt lake south west of Micheler [El Mechili] . During this hair raising two hours the plane caught alight but luckily went out again. From here we walked two days and nights with very little water to drink. Towards the last day when I urinated all I could pass was a few drops of green bile. The date 13.7.41. We eventually came to Michele [sic] which according to our map was a fair sized Arab town. we were not to know that the Arabs had been evacuated and [in] their place were camped a few Italian divisions. As we were all at the end of our tether we just walked in and gave ourselves up.

After several weeks in advanced Italian posts I was shipped from Tripoli to Taranto in Italy.

From here I was transferred to a camp in Montalbo near Piacenza [Campo Montalbo PG 41 PM 3200 is 40 miles south of Milan]. This camp was an old draughty castle with a small quadrangle inside and a barbed-wire entanglement about 10' from the wall on the outside. The only clothes I had is what I stood in, short khaki trousers and shirt, long socks and desert shoes.

Our food was very meagre and Red Cross parcels unheard of. Breakfast consisted of a very small roll and Ersatz coffee. Lunch was often a plate of boiled spinach. Dinner a small portion of pasta. The camp doctor advised us to do at least 20 minutes exercise daily so that we could get the most out of our meagre rations. I tried to escape from here but for my efforts I was put into solitary confinement for 21 days. After about 9 months the camp was closed and all prisoners were transferred to camps of separate nationalities. I was transferred to Sulmona on the Adriatic coast about the same latitude a Rome [Campo Sulmona PG78 PM 3300]. Conditions here were much improved and we had Red Cross parcels to supplement our diet. After about 6 months here I was sent to the notorious 5 Gavi near Alexandria [Campo PG 5, Forte di Gavi (Alessandria)] as further punishment for trying to escape. This camp was for the "pericalosi" or the desperados. The camp was an old fort and at one time was a civil gaol until it was condemned as unfit for human habitation. Conditions here were terrible and the food poor. Red Cross parcels were seldom received because the Italians would not keep a stock. In winter the passes from Switzerland were blocked by snow and no parcels were received so they said.'

'When the Italians capitulated we were surrounded by a battalion of German soldiers who had been camped below the fort. They herded us into trucks and took us to Alexandria [Alessandria] where we were put into cattle trucks and transported to Germany via Austria. This trip was very nerve wracking . The guards were very trigger happy and there were continuous volleys of rifle fire. At one stage a shot was fired through a small hole in the carriage door that we had cut so that we could reach the latch on the outside. Food was very scarce and what bread we did get was green with mould.

On arrival in Germany we were sent to Buchenvalde [Buchenwald] for de-lousing. The chambers were actually gas chambers and the opinion was they were often used to exterminate any unwanted prisoners. whilst here I developed beri-beri and was not treated until I arrived in Sagan Luft 3, where I stayed until near the end of the war. Luft 3 was more organised but there was always the feeling of hopelessness and anxiety and wondering how much longer it was going to be before the end. Sometimes we wondered if it would ever end.

When the Russians were approaching we were marched out in the snow dragging sleds made out of bed boards. After about a week tramping across the snow we were shipped by train to Lucenvale [Luckenwalde] about 40 miles south of Berlin. During this march I developed a fistula and could not receive any medical attention. The doctor advised me to beg or steal some soap and make small pellets to use as suppositories.

We were eventually over run by the Russians who seemed keen to take us back to Russia. I managed to acquire a bicycle and although I had never ridden a bicycle before, managed (having ridden a motor cycle) to ride 80 km and met up with the Americans who eventually sent me to Brussels from where the RAF took me to the UK. I arrived in the UK about May 1945. I would like to stress that through my PoW period (4 yrs) I had to put up with physical trials with other PoWs on an average of at least 6 years my junior. I was always considered an old man by my fellow inmates.'

BIOGRAPHICAL DETAILS OF THE CREW

(1) W/Cdr. Peter Armstrong Ostle was born in 1915 at Tamworth, Staffordshire, the son of Thomas Ostle (died 1934) and Ada Mary Ostle née Stock. He had one sibling: Margaret Joan Ostle (1914-1998)

He arrived in London from Egypt 20 January 1939 on board the Mooltan. Peter Armstrong Ostle aged 23, was a member of the RAF previously resident in Egypt. His intended future permanent residence was stated to be 3 Manon Villas, Sutton Coldfield

Peter Armstrong Ostle was granted a Royal Air Force short service commission as an Acting Pilot Officer on probation wef from 2 February 1938 in the (London Gazette 15 February 1938) and confirmed in this appointment on 25 November 1938 (London Gazette 29 November 1938). On 12 July 1940 he was promoted to Flying Officer (war subs) (London Gazette 21 March 1941) and on 12 July 1941 to Flight Lieutenant (war subs) (London Gazette 29 August 1941).

On 25 November 1941 he was promoted to Acting Squadron Leader (London Gazette 8 March 1944) and to Temporary Squadron Leader on 1 July 1943 (London Gazette 8 March 1946).

On 1 September 1945 he was appointed to commission as a Flight Lieutenant (permanent) (seny 1 December 1942) (London Gazette 11 March 1947) and on 1 August 1947 promoted to Squadron Leader.

On 8 June 1950 whilst serving at 9 Squadron, RAF Binbrook, he was awarded the King's Commendation for Valuable Service in the Air (London Gazette 8 June 1950)

He was promoted to Wing Commander on 1 July 1953 (London Gazette 30 June 1953) and retired from the RAF on 30 November 1962 (London Gazette 4 December 1962).

In 1948 he married Doreen Mary Aston at Sutton Coldfield, Birmingham.

Peter Armstrong Ostle of White Gates, Commonwood, Kings Langley, Hertfordshire, died at Penmans Green Lane, Commonwood on 2 February 1964 aged 49

(2) F/Lt. Thomas Benjamin Comins was born on 14 June 1912 at Yass, New South Wales, Australia the son of Thomas A. Comins and Ivy Comins née Nicholls of Dutton Street, Yass.

In 1933 whilst studying at the Pharmacy Department of Sydney University he won the Short Prize for Chemistry and was later awarded a degree in Pharmacy. Residing at 1 Cooper Street, Double Bay, NSW., he enlisted at Sidney on 12 April 1940 and on 27 May was posted to 2 Recruit Depot, Richmond, NSW. on 27 May 1940. Following training at 2 Initial Training School at Bradfield Park, NSW 4 Elementary Flying Training School at RAAF Mascot NSW and 2 Service Flying Training School at RAAF Wagga, NSW., he was awarded his Flying Badge and promoted to Sergeant on 13 January 1941.

He embarked on 3 February 1941 for Egypt where he disembarked on 24 March. On 19 April he was posted to 38 Squadron at RAF Shallufa in the Canal Zone.

Four and a half years later on 9 September 1945, he finally set foot in Australia again and was posted to 2 Personnel Depot at Bradfield Park.

On 30 September 1945 he was commissioned as a Pilot Officer on probation with effect from 1 May 1942, Flying Officer with effect from 1 November 1942 and Flight Lieutenant with effect from 1 May 1944.

Posted to 2 Medical Rehabilitation Unit at RAAF Jervis Bay on 4 October 1945 he was finally discharged from the RRAF at 2 PD on 30 October 1945. His proposed residence was to be Mrs F. A. Comins 4 Queen Street Mosman NSW

On 13 June 1946 it was promulgated in the London Gazette that he had been Mentioned in Dispatches

Tom Collins is believed to have married June Allen with whom he had a son, Hugh Comins born at Sydney in 1948.

Thomas Benjamin Comins died on 14 September 2000 aged 88. He was buried at Northern Suburbs Memorial Garden and Crematorium, North Ryde, Ryde City, New South Wales.

Thomas Benjamin Comins (right) pictured with Frank Blunden Reid probably whilst at the RAF Pool at Ismailia in 1941.

It would seem that Tom Comins and Frank Reid met in the air force. They both enlisted at Sydney on 27 May 1940, and from day one, their service records were identical; same training units, same courses same embarkation date and disembarkation date in Egypt and same posting to the RAF Pool Middle East. The parting of the ways was on 19 April 1941 when Tom was posted to 38 Squadron at Shallufa and Frank was posted to 3 Squadron 11 days later.

Sgt. Frank Blunden Reid, Aus/402137, was killed when his aircraft Kittyhawk AK605 of 3 Squadron RAAF was shot down by Hans-Joachim Marseille at Upper Gambut Landing Ground on 15 February 1942. He lies at Halfaya Sollum War Cemetery, Egypt. Plot 17, row E, grave number 7.

For further details see: https://aircrewremembered.com/claims-by-hans-joach...

(3) F/Lt. Alexander (Alec) Mackay was born on 7 May 1910 at Nausori, Fiji the son of Hugh Henry Mackay and Isabelle Mackay née Finlayson. He had 6 siblings: Hugh Mackay (1905-1982), Donald Mackay (1908-1957), Jessie Isabell Mackay (1915-1999), Margaret Mackay (1918-1919), Rewa Annie Mackay (1921-1990) and Sara Agnes Mackay (1923-2013). In 1945 the family lived at 6 Apex Street, Naremburn, Sydney, New South Wales.

When he enlisted at Sydney on 29 April 1940 he was 8 days short of his 30th birthday. He was described as being 6' tall with a fair complexion, green eyes and fair hair. Quite inexplicably, this description had changed by 17 December 1940, when he was commissioned, to hazel eyes and brown hair.

After training at Initial Training School, 1 Air Observer at RAAF Cootamundra, NSW and 1 Bombing and Gunnery School at RAAF Evans Head, NSW, he was awarded his Air Observers Badge on 18 November 1940. Following astronavigation training at RAAF Parkes he embarked for Egypt where he arrived in March 1941 and was later posted to 38 Squadron at RAF Shallufa (date unknown).

LAC Alexander Mackay was commissioned as a Pilot officer on probation on 17 December 1940 (Commonwealth of Australia Gazette 12 December 1940). Confirmed in this appointment and promoted to Flying Officer on 17 December 1941 (Commonwealth of Australia Gazette 10 August 1941). He was later promoted to the rank of Temporary Flight Lieutenant.

He was demobilised on 3 December 1945.

On 23 January 1948 he married Jean Annie Williams with whom he later had two children.

He died on 3 July 1984 at Bayview, Sydney, New South Wales

MONUMENT

The New South Wales Garden of Remembrance, Rookwood, Cumberland Council, New South Wales, Australia

(4) Sgt. John Lawrence Canning was possibly born 25 May 1921 at Waterloo near Crosby Lancashire the son of John Joseph Canning (a Hot Water Engineer) and Lillian Canning née Griffiths. Edith Esther Canning born 1905, George William Canning (1907-1989), Robert Leslie Canning born 1909

1939 5 Picton Road, Crosby Liverpool at which time John Lawrence Canning was a Buyers Clerk for a Furniture and Soft Goods Business.

(5) Sgt. Alan Davey Watt was born in 1919 St George (Edinburgh) Scotland. His mother's maiden name was recorded as Quey.

970182 W/O. Alan Davey Watt was commissioned as a Pilot Officer on probation (emergency) on 27 May 1944, service number 178442 (London Gazette 8 August 1944)

In 1946 he married Joyce W. Merrick at St Andrew (Edinburgh).

He died on 1 January 1988 Age 68 George Square and was cremated on 6 January 1988 at Edinburgh Scotland.

(6) F/O. Herbert Mann

LAC Herbert Mann was commissioned as a Pilot Officer (RAFVR) on probation on 20 July 1940 (London Gazette 13 August 1940) confirmed in this appointment on 29 November 1941 and promoted to Flying Officer (war subs).(London Gazette 10 March 1942). He was promoted to Flight Lieutenant (war subs) on 29 November 1942 (London Gazette 4 December 1942).

He was appointed Deputy Assisitant Provost Marshall RAF on 15 September 1945 (London Gazette 25 September 1945), ceasing to hold this position on 10 April 1947 (London Gazette 29 June 1948).

Air Ministry

Emergency List 9 November 1954

The undermentioned relinquish their commissions under the provisions of the Navy, Army and Air

Force Reserves Act, 1954, and have been granted permission to retain rank, as stated with effect from the dates stated:— H Mann 20 July 1954

He was appointed to Flying Officer (4 years) RAFVR Training Branch on 19 April 1964 (London Gazette 30 June 1964)

Commission resigned 2 July 1967 (London Gazette 31 October 1967)

If you have any further details, and/or photographs, of any of the members of this crew, please contact our helpdesk

BURIAL DETAILS, MEMORIALS AND EPITAPHS

None, all the crew survived

Researched by Aircrew Remembered researcher Roy Wilcock for all the relatives and friends of the members of this crew - July 2023

With thanks to the sources quoted below.

At the going down of the sun, and in the morning we will remember them. - Laurence Binyon
All site material (except as noted elsewhere) is owned or managed by Aircrew Remembered and should not be used without prior permission.
© Aircrew Remembered 2012 - 2024 Last Modified: 25 July 2023, 09:06