Warrant Officer Eddie Leavesley, DFM and Bar

So nearly a ‘Dambuster’

With the formation of the Royal Air Force on 1 April 1918, a committee was formed to advise the King whether new decorations were needed for this new service. The King approved this proposal and decreed that the new decorations should be declared on his birthday, 3rd June 1918. The Distinguished Flying Medal (DFM) was ordained to be granted to:

Non-Commissioned Of.icers and Men for an act, or acts of valour, courage, or devotion to duty performed whilst .lying in active operations against the enemy.

By the end of the First World War just 45 Distinguished Flying Medals plus one Bar had been awarded while during the Second World War 6,637 DFMs were awarded, with 60 Qirst Bars and one with two Bars. A relatively scarce gallantry award, when compared with the fact that over 20,000 Distinguished Flying Crosses (DFC) were awarded to ofQicers in the same war.

Warrant OfQicer Eddie Leavesley served with the RAF during the Second World War as a wireless operator/air gunner, and was awarded the Distinguished Flying Medal in 1941 and again in 1943, thereby allowing him to wear that rare bar on the ribbon of his DFM. Born on 8 October 1919, Eddie lived at 14 Gamble Avenue, Windlehurst, Merseyside, with his parents Joseph and Ada (née Mather), and four brothers, Norman, (a gunner in the RA and who died in service on 9 February 1941), Clarence (a driver in the ASC and a PoW in Italy by March 1941), Harold (an aircraftsman in the RAF Regiment) and another younger brother whose name is unknown to the author. All Qive boys were educated at Rivington Road Boys School, Windlehurst, and all were members of the school orchestra, later becoming bandsmen in the Salvation Army.

Eddie was always interested in Qlying and eventually joined the RAF in May 1939. While still in the throes of his training, storm clouds were gathering in Europe, culminating with the invasion of Czechoslovakia and Poland by Germany, resulting in war being declared by Great Britain on Germany on 3 September 1939. Eddie Leavesley was still in the rank of aircraftsman at the outbreak of war, but by November 1940 he had been promoted to the rank of sergeant and posted to No 50 Squadron of 5 Group, based at Lyndholme, in Yorkshire. He qualiQied as a Wireless Operator/Air Gunner, receiving his trade badge and brevet.

His Qirst operation on 7 November 1940, Qlying in a Handley Page Hampden piloted by Sgt Ormonroyd, with other crew members, Sgt Massey and Sgt Roberts. This was to bomb the Krupps work in Essen followed by an attack on a power station at Mannheim, and was the Qirst area bombing attack on a German industrial centre, undertaken by the RAF.

The area was covered in cloud during the attack and the captain of Eddie's aircraft decided to drop his four 500lbs of bombs on Flushing instead.
Eddie Leavesley went on to complete another 31 sorties (his Qirst tour) with this squadron and they are as follows:

14thNovember1940- Hamburg

82 Aircraft were detailed to bomb Berlin and Hamburg, 10 were lost in the attack making it the heaviest night loss so far in the war. Eddie's Hampden aircraft P4408 had a failure with the ASI after only 15 minutes in the air and returned to base with the bomb load.

20th November 1940 - Duisburg

68 Aircraft on this raid with only one loss, P4408 was coned by searchlights, combined with heavy Qlak over the target. The bomb load (2x500lb 2x250lb and 1200lbs of incendiaries) was dropped at 9000ft with four bursts seen near some bridges and two large Qires started by the incendiaries. Two wing bombs were 'hung up' and the aircraft returned for a second go at the target which was successful.

28th November 1940 - Ludwigshaven

77 aircraft with only 1 loss on this raid, with intense searchlights and Qlak over the target, 2x500lb and 1x250lb were released at 8000ft. I bomb hung up but aircraft returned safely.

20th December 1940 - Wesseling

125 Aircraft set out to bomb the oil reQineries on the Rhine. Sgt Leavesley's aircraft dropped 2x500lb and 2x250lb bombs along with incendiaries from 8000ft.Very little Qlak and no aircraft lost.

28th December 1940 - Lorient

59 Hampdens set out to bomb various ports carrying 4x500lb released from 11000 feet. On the route out intense Qlak was encountered resulting in the loss of one aircraft.

1st January 1941 - Bremen

141 aircraft were tasked to bomb the Focke-Wulf aircraft factory using 4x500lb bombs in each aircraft, 11 civilians killed with 30 injured. No losses on the actual raid but four crashed in the UK due to bad weather.

4th January 1941 - Brest Harbour

53 Hampden aircraft attacked the German naval bases and battleships with indecisive results using 2x500lb and 2 x250lb bombs dropped from 11000 feet. No losses.
Sgt Leavesley qualiQied for the 1939/45 Star on the 7th January.

12th January 1941 - Brest Harbour

A second similar attack was made on the battleships, this time with 4x500lb and 2x250lb bombs at 14000 feet. Intense Qlak was encountered on the raid by the 26 Hampden aircraft, with anti aircraft balloons being spotted by Sgt Leavesley, but no losses were sustained. Sgt Leavesley's aircraft suffered with violent vibrations on its return and landed at Boscombe Down safely.

4th February 1941 - Düsseldorf

30 Hampdens took off on the raid during full moon, 29 returned after dropping their bombs through heavy cloud and fog. Heavy concentration of Qlak.

7th February 1941 - Dunkirk

27 aircraft set out to bomb the docks from 1000 feet, with intense Qlak coming from Dunkirk and Ostende. Large Qires were started across the docks by Sgt Leavesley's aircraft, and he machine gunned searchlight units from 2000 feet, extinguishing three of them.(This raid was mentioned in Sgt Ormonroyd's (pilot) recommendation for a DFM on 6.6.41

10th February 1941 - Hanover

46 Hampdens used out of the full complement of 222 aircraft on this raid on industrial targets. Four aircraft lost, but many large explosions and Qires reported.

14th February 1941 - Mine-Laying in Gironde River

11 Hampdens detailed to drop mines from 600 feet, light Qlak encountered.

1st February 1941 - Mine-Laying Brest River

42 Hampdens dropped mines, with no losses, again from 600feet.
Sgt Leavesley's aircraft came under intense Qlak having been 'coned' in searchlights for over two minutes, luckily with only little damage, landing at Boscombe Down.

24th February 1941 - Brest

11 Hampdens used out of the full complement of 57 aircraft to bomb battleships in Brest Harbour. A shallow dive from 14,000 to 12,000 feet was made on the targets, intense searchlight and Qlak activity over the target.

26th February 1941 - Cologne

126 aircraft took part in this raid, dropping their bombs from 11,000feet, but only 10 large bombs and 90 incendiaries found the target. No loss of aircraft even through numerous searchlights and Qlak were seen.

1st March 1941- Cologne

131 aircraft took part in this raid 6 were lost over the target with a further 14 crashing on their return due to heavy fog over the airQields. This was a heavy raid on six commercial premises with 90 homes destroyed, 21 killed and 35 injured.

12th March 1941 - Berlin

72 aircraft took part bombing from 11,000 feet which was scattered but hitting 60 buildings with 11 killed and 24 injured. 3 aircraft were lost, and St Leavesley's Hampden was hit on the wing tips by Qlak which was intense.

14th March 1941 - Gelsenkirchen

101 aircraft took part in this raid on oil plants, but the target area was obscured by haze and fog, 9 were killed for the loss of 1 aircraft.

18th March 1941 - Kiel

99 aircraft were used to bomb the submarine bases with no losses, bombing from 14,000 feet with intense searchlight activity but light Qlak.

21st March 1941 - Mine-laying Lorient

The mines were laid close to the U Boat pens, but bad visibility caused poor bombing. 1 aircraft lost of the 12 Hampdens taking part.

23rd March 1941 - Kiel

31 Hampdens engaged on this raid none lost, scattered bombing 10 killed, 6 injured. Sgt Leavesley's aircraft started four Qires which rapidly merged into one, being visible for 10 minutes after leaving the target area.

7th April 1941 - Kiel

A further attack on Kiel, this time by 229 aircraft the largest of the war so far, with four lost, many naval buildings were destroyed with gas and electricity being cut off, 88 killed with over 300 injured.

13th April 1941- Mine-Laying La Rochelle

17 Hampdens engaged in dropping mines from 600 feet light Qlak and tracer causing hits in starboard wing and rear gunners cockpit of Sgt LWellesley’s aircraft.

15th March 1941 - Kiel
96 aircraft on this raid, with 19 Hampdens, one aircraft lost with only light Qlak, 5 killed and 13 injured.

5th May 1941 - Mannheim

25 bomb loads from the 141 aircraft on the raid hit the city, causing 19 small Qires and the water main broken, with no effect on industrial production. 4 killed.

8th May 1941 - Hamburg

188 aircraft on this raid, 4 lost but results were the best so far in the war. 83 Qires started resulting in 185 killed an just under 2000 bombed out of their homes.

9th May 1941 - Ludwigshaven

146 aircraft took part to bomb the chemical works, with one aircraft lost over the target. 64 civilians killed with a further 122 injured, and 3533 bombed out of their homes. An error in navigation by P/O Smith resulted in the target not being found by Sgt Leavesley's aircraft and the bomb load was brought back to base, a practice frowned upon by most commanding ofQicers.

11th May 1941 - Bremen

81 aircraft attacked (I lost) the Qloating dock and harbour area, including the Focke-Wulf factory by chance,24 houses destroyed, 49 seriously damaged, with a further 1000 suffering minor damage. 8 people killed,31 injured.

15th May 1941 - Hannover

101 aircraft on this raid with 3 lost over the target, being the main post ofQice and telephone exchange in this general area attack.

11th May 1941 - Duisburg

80 aircraft used in this attack on the main railway station and dock areas. 173 houses were damaged along with a wagon works, resulting in 14 people killed and 36 injured.

12th June 1941 – Soest

91 Hampden aircraft (with 2 lost), took part in this attack from 4000 feet on the marshalling yards, heavy Qlak encountered and some Qighters seen at 6000 feet but no attacks made.

15th June 1941 - Hannover

101 aircraft took off on this raid with just one not returning. Many large Qires seen, and heavy Qlak encountered. Problems with the radio on the return journey.

18th June 1941 - Bremen

100 aircraft took part in this raid, with 6 lost, low cloud hindered the attack from 800 feet.

With 34 sorties completed, mainly over Germany, Sergeant Leavesley had completed his 'Qirst tour' (usually 30 trips) and was recommended by the commanding ofQicer of RAF Lyndholme, G/C E.F. Waring on 26 June 1941, for a well-deserved Distinguished Flying Medal (DFM).
This was 'recommended' by the Air OfQicer Commanding 5 Group, Air Vice Marshal Sir John Slessor, GCB, DSO, MC, DL, on the 30th June 1941.

The award was announced in The London Gazette of 22 August 1941:

Sergeant Leavesley has been one of the most consistently reliable and courageous wireless operators in the squadron. Throughout the winter months he was a regular member of the crew captained by Sergeant Ormonroyd DFM. This crew undertook all operations in a cheerful and courageous spirit regardless of weather conditions, or the strength of the defence at the target to be attacked. Their attacks were always pressed home with the greatest courage and determination. The cheerful demeanour of Sergeant Leavesley, coupled with his skill as wireless operator undoubtedly contributed to a large extent to the successful completion of the many operations carried out by this crew.
It is considered that Sergeant Leavesley's service during the eight months he has served on the squadron is worthy of recognition.

On 3rd September 1941 the following telegram was sent by the Air OfQicer Commanding No 5 Group (AVM Sir John Slessor, GCB, DSO, MC, DL) to Sgt Leavesley who was now attached to No 25 Operational Training Unit at RAF Finningley:

‘Heartiest Congratulations On Your Well Merited Award’

RAF Finningley was located four miles south east of Doncaster in South Yorkshire and originally designated as a base for 'pool squadrons' No 106 Squadron being in this ‘pool'.

The base was metamorphosed into No 25 Operational Training Unit (part of No 7 (Training) Group) in early 1941, Qlying Hampden and Manchester aircraft. Early in 1942 it was passed to No 1 Group and several operations were undertaken with Bomber Command.

Having been awarded the DFM and completed his Qirst 'tour' Sgt Leavesley, with his vast operational knowledge and skill, was sent on a wireless instructors’ course, at RAF Finningley, graduating to become an instructor as a Flight Sergeant. After a year of training others, Sgt Leavesley was keen to rejoin an operational squadron and by June 1942 he had been posted to No 106 Squadron, at RAF Coningsby, Qlying the Avro Manchester from Syerston, near Newark, Nottinghamshire. Sgt Eddie Leavesley would complete another 'tour' with this squadron, which was commanded at that time by W/C Guy Gibson.

25th/26th June 1942 - Bremen

Sgt Leavesley’s Qirst operation with his new squadron was on one of the Thousand Bomber Raids to Bremen. Flying Lancaster R5657 piloted by Pilot OfQicer RG Churcher, Sgt Leavesley is shown in the squadron ORB's as the Air Bomber, but his logbook shows Wireless Operator. On this raid 1067 aircraft took part with 48 of them being lost (5%) due mainly to the heavy and accurate Qlak encountered over the target. 572 civilian houses were destroyed,
(2378 bombed out) with 85 deaths and 497 injured.

29/30 June 1942 - Bremen

253 Aircraft took part on a raid to the Focke-Wulf factory, which suffered extensive damage. 11 aircraft were lost to the moderate to heavy Qlak over the target.

11/12 July 1942 - Submarine Works - Danzig

This was an experimental but successful raid with 44 Lancaster’s low Qlying in daylight and bombing at dusk from 3000 feet, led by W/C Gibson. Only two aircraft were lost. S/L FH Robertson was the pilot of R5677, whilst Sgt Leavesley again changed roles on this sortie, acting as the rear gunner.

14/15 July 1942 - LeaVlet Dropping – Amien

OnlythreeotherLancasterstookpartinthis'NickelRaid'withno losses,thiswasEddiesQirst trip with a new crew, - Flight Sergeant SE Jones (pilot,) Sgt AE Adamson (Flt Engineer), Sgt BG McNair (Navigator), Sgt Camplin (air Bomber)Sgt G Goodings (Air Bomber,) Sgt G Leonard (Mid Upper Gunner),Sgt A Cartwright (rear Gunner). They would Qly together for the next sixteen trips, calling themselves, ‘The Scruff Crew’

Sgt Adamson - Sgt Leonard - F/Sgt McNair F/Sgt Jones Sgt Camplin F/Sgt Leavesley Sgt Cartwright

25th July 1942 - Duisberg

313 aircraft took part in this raid, opposition was not heavy but many enemy Qighters were seen and 12 Lancasters were lost.

31July/1 August 1942 - Dusseldorf

630 aircraft caused much damage to the city bombing from 9000 feet, starting 954 Qires, resulting with 279 people being killed and a further 12,000 bombed out of their homes. Only slight opposition was recorded but even so 29 aircraft were lost (4.6%). Sgt Levesleys pilot on this trip was Flt/Sgt SE Jones who recorded ‘a very successful and enjoyable trip’!

11th August 1942 - Mainz

154 aircraft caused much damage to the city with 152 civilians killed. 6 aircraft were lost due to heavy opposition over Wiesbaden.

12th August 1942 - Mainz

This raid of 138 aircraft was led by W/C Gibson who bombed from 6000 feetwhilst the rest of the attack was made from 9000 to 14000 feet owing to 10/10ths cloud cover. Light Qlak accounted for only 5 aircraft lost, whilst 163 civilians were killed, with the railway station being damaged.

16th August 1942 - Dusseldorf
131 aircraft encountered very heavy Qlak on this operation, suffering 4 aircraft shot down. Not a successful raid, as no industrial production was lost with only 13 injuries to the German population.

18th August 1942 - Flensburg -Baltic Coast

This was the Qirst operation undertaken by the newly formed PathQinder Force who contributed 31 of the 118 aircraft on this raid. Heavy winds were encountered and the bomber force drifted north of the target scattering their bomb load on Sonderborg and Abenra, and up to 25 miles northward. Only 4 Danish civilians were injured.

24th August 1942 - Frankfurt

226 aircraft took part each dropping 9000lbs of bombs from 8000ft in this attack with a loss of 16 (7.1%). The Qlak was recorded as very intense and accurate.
Many bombs were dropped on open country as a result, with only 17 large Qires in the city and a loss of 5 lives.

27th August 1942 - Kassel

306 aircraft took part in this attack on the Henschel aircraft factories where 3 of them were destroyed, with widespread damage, for a loss of 31 aircraft (10.1%). Heavy Qlak was encountered along with many night-Qighters on this bright moonlit night. Sgt Levesley's Lancaster W4102 was 'coned' by searchlights and Qired upon for over 45 minutes, got hopelessly lost and dumped their bomb load on an unidentiQied built up area.

1st September 1942 - Saarbruecken

231 aircraft led by the PathQinders bombed Saarlouis which was 15 miles away from the intended target, killing 52 civilians. 4 aircraft were lost (1.7%) as there was only slight opposition.

2nd September 1942 - Karlsruhe

200 aircraft were sent to bomb the city and were successful, this being one of the few accurate raids, 8 aircraft were lost (4.0%) with 73 German civilians killed.

5th September 1942 - Bremen (Focke Wulf Factory)

251 aircraft on this raid, bombing from 12000 feet,12 aircraft were lost due to the intense and accurate Qlak over the target and along the return route. This was considered a very successful raid by Bomber Command. 124 killed with 470 injured in the city.

8th September 1942 - Frankfurt

249 aircraft took part but none were able to Qind the intended target and bombed Russelsheim instead, destroying the Opel Factory.

1st October 1942 - Wismar

This was an unsatisfactory trip and bombs were scattered over the city by the 78 Lancasters taking part. Night Qighters were seen in the area but no attacks took place and only 2 Lancasters were lost.

13th October 1942 - Kiel

288 aircraft took off and 8 were lost(2.8%), decoy Qires were started outside the city area and the German Qlak guns held their Qire in order not to give away the target to the bombers. Even so, a large amount of damage was caused by the high-capacity blast bombs used by Bomber Command.41 killed and 101 injured. The squadron ORB's record that this was S/L CE Hill's Qirst operation who was KIA on his second raid to Cologne just two days later.

22/23 October 1942 - Genoa

112 Lancasters of 5 Group and the PathQinders led by W/C Guy Gibson were sent to recommence the campaign against Italy in conjunction with the 8th Army attack at El Alamein. Bombing was accurate with little opposition and much damage was caused, with no loss to the attacking force.

This was the 34th and Qinal Qirst 'tour' completed by their pilot Flt Sgt SE Jones, who did not Qly with this same crew again. Acting as the second pilot on this trip was Flt Sgt Lewis Burpee, a Canadian from Ottawa who would become Eddie Leavesley's regular pilot and go on to be awarded the DFM, but sadly loose his life on the famous Dambuster raid in May 1943.

20th November 1942 - Milan

This mission was abandoned by the pilot Sgt G Price due to the artiQicial horizon not working.

22nd November 1942 - Stuttgart

This was the Qirst mission that Flt Sgt Burpee was the pilot to his new crew, Qlying seven and three quarter hours in all, part of the 222 aircraft sent to bomb the city. Large Qires were seen, and 117 were reported killed with 120 injured.

8th December 1942 - Turin

133 aircraft of 5 Group along with the PathQinders were detailed for this 9 hour mission,bombing was very accurate and Flt Sgt Burpee reported that a large burst of bombs from his aircraft were seen to fall directly on the aiming point. Just one Lancaster was lost.

9/10 December 1942 - Turin

A second mission the following night was not as successful due to the previous nights Qires were still burning giving off a large cloud of smoke obscuring the target. Flt Sgt Burpee abandoned the mission two hours after take-off due to the generators becoming unservicable.

20/21December 1942 - Duisberg

232 aircraft attacked from 11000 feet, with 12 aircraft lost (5.2%) many searchlights and moderate Qlak encountered over the target. Flt Sgt Burpee's Lancaster R5637 suffered splinter damage and the navigator Flt Sgt J Young was slightly wounded. Much damage was recorded to the city.

3/4 January 1943 - Essen

Starting the New Year,this was an Oboe marking experimental raid using 3 PathQinder Mosquitoes and 19 Lancasters ( 3 lost) to accurately bomb the city centre.

8/9January 1943 - Duisberg

38 Lancasters set out on this mission but Flt/Sgt Burpee abandoned the trip after one and a half hours owing to engine failure.

11th January 1943 - Essen

72 Lancasters set out to bomb the city but the rear turret of Flt/Sgt Burpee's aircraft W4842 became unservicable and the mission was abandoned.

13th January 1943 - Essen

Another unlucky trip for Flt /Sgt Burpee and his crew when the air bomber, Sgt JE Bonson inadvertently jettisoned the entire bomb load off the English coast whilst testing the bomb doors. He would not return to this crew!

17/18 January 1943 - Berlin

This was the second night in succession that an attack was mounted on the capital, this time using 170 Lancasters and 17 Halifax aircraft with the PathQinders. The same route was taken there and back as the night before and the German night Qighters were ready for them. 19 Lancasters and 3 Halifax aircraft were lost (11.8%). Bombing fell mainly in the southern part of the city. The BBC broadcaster Richard Dimbleby Qlew with W/C Guy Gibson on this raid, and the daily newspapers recorded this event the following day. Photographs were taken also on their return of Flt Sgt Burpees crew standing by their aircraft and published in the Daily Sketch and Daily Express under the banner headline 'The Boys Who Bombed Berlin, Home From The 12000 Mile Trip.

This photograph shows Flt Sgt Leavesley holding two boxes containing homing pigeons (in the event of being shot down it was the wireless operators job to release them with a message). Alongside Eddie on his left is Sgt George Goodings (Bomb Aimer), to his right is Sgt Lewis Burpee (Pilot), Sgt Guy Pegler (Flight Engineer), Sgt Bill Long (M/U Gunner),

Sgt Joe Bradey (Rear G unner).
The photograph was taken by William ‘Billy’ Field who worked for the Sunday Times, but the image ended up being published in the Daily Express on Tuesday 19th January 1943. The original glass negatives are marked ‘Property of Kemsley Newspapers’, the wartime owners of the paper. Why they were published by another newspaper remains a mystery! This crew have simulated the ‘just got back from an Op’ look by wearing their Qlying boots and carrying various bits of kit, but have omitted wearing their Irvin fur lined Qlying jackets, or one piece suits which they would have worn on a cold January night to Berlin! This suggests the photo was taken in the afternoon of the 18th January after the crew had slept and eaten on their dawn return from Germany.
Because the photograph showed Burpee and three others of his 'Dambusting' crew (Qlying Lancaster AJ-S and hit by Qlak just two hours into the operation), it has often been annotated in various publications as all six of the aircrew taking part in the famous raid.

21st January 1943 - Essen

This raid of 79 Lancasters (4 lost) encountered 10/10ths cloud and the bombs were dropped blindly on the estimated target. Flt/Sgt Burpees Lancaster W4842 was subjected to an intense Qlak barrage and was struck in many places despite him taking evasive action. He eventually jettisoned the bomb load when a Qire broke out in the bomb bay, and just managed to return home despite a shortage of fuel from the holed tanks.

23rd January 1943

80 Lancasters took part in this raid (2 lost), some bombs record dropping south of the city.

27/28 January 1943 - Dusseldorf

162 aircraft with 6 lost (3.7%) attacked from 18000 feet, each aircraft dropping 4000lbs of bombs. This was the Qirst time that the Mosquitos of the PathQinder Force used Oboe (ground marking instead of parachute Qlares). An accurate raid destroying 456 houses, 10 factories,and the opera House!

30/31 January 1943 - Hamburg

148 aircraft, 5 lost (3.4%), using H2S (Radar Device) for the Qirst time, causing 119 Qires with 58 civilians killed and 164 injured.

11/12 February 1943 – Wilhelmshaven

177 aircraft on this raid with just 3 Lancasters lost(1.7%). This was a most successful raid using Blind Bombing H2S. A naval ammunition dump was struck at Mariensiel causing devastation over an area of 120 acres. Flt Sgt Burpee abandoned the mission after two hours due to the rear turret becoming unserviceable.

13/14 February 1943 – L'Orient

466 aircraft took part with 14 being lost (1.5%), each aircraft carried 14 Small Bomb Containers (SBC) each containing 236x4lb incendiary bombs, which caused the whole town to be ablaze. Burpee noted his bombs fell in the docks.
This was Flt Sergeant Leavesleys sixty eighth operation of over 400 Qlying hours marking this as his 'second tour’ .Eddies position onboard was taken by Pilot OfQicer Leonard George Weller

On 23 February 1943 the No 106 Squadron Commander, W/C Guy Gibson, recommended Flight Sergeant Leavesley for another Distinguished Flying Medal (Bar) for his meritorious service. His recommendation reads as follows:

Awarded the Distinguished Flying Medal after the completion of two hundred hours operational Llying, Flight Sergeant Leavesley has since Llown a further two hundred hours, bringing his total number of sorties to sixty eight.
Throughout the thirty four trips of his second tour, Flight Sergeant Leavesley has continued to display those same qualities of cool courage and quiet efLiciency which earned him his earlier award. Not once has he had a wireless failure, and his technical knowledge and ability has been an invaluable assistance upon which both his pilot and navigator could conLidently rely.
Flight Sergeant Leavesley's magniLicent record is an inspiration and encouragement to the squadron as a whole and other wireless operators in particular.

Group Captain E.I. Bussell the OfQicer Commanding RAF Syerston added on the following day:

For sound intelligent work this airman's record on this tour of operations is unrivalled. Strongly recommended for the award of a bar to the DFM.

The award was published in The London Gazette on 20 April 1943. Flight Sergeant Burpee was also awarded the Distinguished Flying Medal on 26 March 1943, and later commissioned as a pilot ofQicer on 3 April 1943.
He was selected along with Sgt Guy Pegler, Sgt Bill Long and WO2 Joe Brady to make up the crew of Lancaster ED865 AJ-S that took part in Operation Chastise on 16/17 May 1943 to bomb the Sorpe Dam in the Ruhr. Unfortunately, P/O Burpee strayed off course at a very low altitude just two hours over the enemy coast and was hit by Qlak.

The aircraft crashed at 0200hrs near Gilze Rijen airQield in Holland, killing all the crew who were later buried at Breda.

Pilot OfQicer Leonard Weller with Sgt Lewis Burpee

Both Sgt Leavesley and Goodings having completed another tour, luckily left Burpees crew before it transferred to 617 Squadron and losing their lives on Op Chastise.

Eddie Leavesley was sent to 19 OTU No 4 (O) AFU, later promoted to Warrant OfQicer and sent to No 7 Air Navigation School for further training, his last Qlight taking place on 5 December 1945 in an Avro Anson before being released from the RAF.
He married Edna Burrows in October 1949, returning to live at 47 Morley Drive, Eccelstone, St Helens area of Merseyside, where they had a son.

Eddie Leavesly died on 21st January 1986, and was cremated in the same area.

His Qlying logbook was auctioned at Bosley’s Military Auction in Marlow, Bucks on the 14th September 2017 - it contained over a dozen signatures of W/C Guy Gibson VC, and sold for £6,800

© Simon Muggleton August 2023

Acknowledgements

Robert Owen- Historian for No 617 Squadron Association. Paul Baillie collector and researcher
Ron Penhall collector/researcher
The National Archives

No 106 Squadron Association Bosley’s Auction House
Spink Auction House Ancestry Website

Squadron Leader George Geoffrey Davies DSO

102 and 156 (Pathfinders) Squadron

The book British Gallantry Awards by Abbott and Tamplin shows that during WW2 some 4,880 awards of the Distinguished Service Order were made, with only 870 to the Royal Air Force, yet how many of these men are remembered today?
Originally awarded for distinguished service during Queen Victoria’s reign to officers of field rank in the Army, by the end of WW1 the War Office had recommended that the award (along with the Military Cross and Distinguished Conduct Medal) should be regarded primarily as distinctions in service in action with the enemy. In 1931 an amending Warrant laid down that the DSO was to be given only for ‘distinguished services under fire or under conditions equivalent to service in actual combat with the enemy’ A revised Royal Warrant was approved on the 1st April 1918, extending the award to include officers of the newly formed Royal Air Force.
This article records the hazards and heroism of just one of those 870 RAF officers, who merited this award, during WW2.
George Geoffrey Davies was born at Wavertree, Lancashire on March 5th 1920, and educated at the Liverpool Institute before travelling to Australia where he worked as a clerk with the meat company Borthwick and Son. During his spare time he took flying lessons in a Tiger Moth, subsequently gaining his flying licence in 1937.
George later wrote to the RAF requesting a short service commission of seven years, and was accepted. Arriving in England in June 1939, George was soon made aware of the storm clouds of war forming over Europe.

He was posted to Sywell in Northants, to begin his training in earnest on September 13th 1939, probably having listened to the broadcast of Neville Chamberlain declaring war with Germany only ten days previously.

George was posted to the Initial Training Wing at Cambridge taking his first solo on a Tiger Moth on June 27th 1940, and then on to the RAF College at Cranwell, being commissioned on the 19th October 1940 as a Pilot Officer.
George was then sent onto No 27 War Course of 10 Operational Training Unit at RAF Abingdon, after which in January 1941, he was posted to No 102 (Ceylon) Squadron operating with Whitley bombers from RAF Topcliffe.

Leonard Cheshire VC would also later join this squadron. Prior to posting George’s flying was assessed ‘Above the Average’
Pilot Officer Davies introduction to operational flying got off to a hair raising start on the 10th February 1941, when he was flying as second pilot to bomb Rotterdam, the port engine of the Whitley failed on the way back home, the pilot Sergeant Sleath eventually having to make a forced landing at Buckenham, Norwich.

Georges very next sortie to Cologne on March 1st also resulted in a crash landing at Sedgefield, followed on 20th March by a ‘through the hedge landing’, returning from Lorient. After two operations to Kiel and Emden in April, Hamburg was bombed on May 2nd followed by an attack on the German cruisers Scharnhorst and Gneisnau in Brest Harbour on the 4th ( George noting in his log that he thought he had succeeded with a direct hit). Hamburg and Bremen were attacked on the 6th and 8th, followed by a further attack to Bremen on the 11th, (George noting his Whitley V-Victor 6576
‘Shot up very badly’ ) The rest of May was taken up with training in Beam Approaching at Driffield. Ops in June commenced on the 10th with another trip to Brest, George noting he had been flying with the RAF for a year now (400 hours). Friday the 13th June was his 13th trip with 102 Squadron, an op to Schwerte, where they were clamped, in searchlights, very nearly losing their port aileron to flak, and then attacked by a fighter which the gunners shot down. July 3rd saw a trip to Essen followed the next day to another visit to Brest and Dortmund on the 6th, where he took excellent photos of the target area, and was congratulated by letter from Group Captain Hunter MC OIC RAF Topcliffe. Ops to Osnabruk on the 7th and Aachen on the 9th came before 5 days of air tests and time off.

His next operation to Bremen on the night of 14/15 July, when only 23 years of age, would see George Davies being awarded an immediate Distinguished Service Order for saving his aircraft, after being attacked by two German fighters, and sustaining even more damage by flak. Probably one of the youngest RAF officers to be awarded the DSO.

The London Gazette citation entry dated 8th August 1941 gives a vivid account of the events that night:-

This officer was Captain of Whitley aircraft Z6572 detailed to carry out a bombing sortie against Bremen on the night of 14/15th July 1941. At about 0215hrs on 15th July 1941, when over the target area, the aircraft was held in a concentration of searchlights and was heavily fired on by flak. The flak ceased suddenly while the aircraft was making its run on to the target, and although this indicated the immediate presence of enemy fighters, the Captain continued on his bombing run and warned the Rear Gunner to keep a very sharp look-out for enemy aircraft.

Very shortly afterwards the Captain saw tracer and cannon-shell passing very closely on both sides of the fuselage of his aircraft and felt considerable movement on the control column, indicating that the control surfaces had been hit. At the same time his Rear Gunner called out to him that he had been hit by bullets from the enemy aircraft. The Gunner was in fact killed in this first attack, and the rear turret rendered useless.

The aircraft then went out of control; the nose going up until it stalled and went into a left hand spin at a height of 10,500ft.
The Captain wound the tail adjusting gear well forward to try to gain control by using the elevator trimming tabs, as the elevator control wires to the control column had been shot away.

He found however, that the stop on the tail adjusting wheel prevented it from being moved forward for more than half a turn, and with great presence of mind the Captain instructed the Navigator to get the axe and hack away at the stop. The Navigator did this and by winding the wheel fully forward and by the skilful use of rudder and engines, the Captain succeeded in righting the aircraft after having lost 7,000ft.

However, it was only by the most skilful use of engines and elevator trimming tabs that the Captain was able to maintain the aircraft in level flight, and soon after coming out of the spin the aircraft was again attacked by enemy fighters and later by light flak. During the whole of this most hazardous experience the Captain showed the utmost determination and coolness and was alone responsible for extricating the aircraft and the remainder of his crew from almost certain destruction. He continued to fly the badly damaged aircraft, still exercising exceptional control, until he reached Driffield, to which aerodrome he had been diverted owing to fog at Topcliffe. Knowing that his elevator controls were shot away and only a few weeks before having seen an aircraft stall and crash at Topcliffe while trying to land in the same condition, this officer still stuck to his post and gave no thought whatsoever to abandoning his aircraft.

With great skill and care he succeeded in landing at Driffield with no further damage to aircraft and crew than that sustained over enemy territory.
I cannot speak too highly of this most marvellous effort on the part of an officer who has already done exceptionally good work during a number of previous sorties. His coolness, courage and devotion to duty undoubtedly saved the lives of the remainder of the crew, and brought back to this country a valuable aircraft. I strongly recommend him for the immediate award of the Distinguished Service Order.
Air-Vice Marshal Coningham approved the award of the ‘immediate’ DSO and commented by saying:-

‘It was one of the best shows of the War, by a Captain in his Group. In the word of his Group Captain, Davies ‘displayed almost miraculous airmanship in bringing his aircraft and crew safely back to this country’.

Pilots Perspex canopy damaged

Probably no understatement when one considers the damage to the Whitley aircraft: elevators shot clean away, with over 40 holes in the fuselage (including puncturing the petrol and oil tanks), along with two tyres shot away by cannon fire. The rear gunner’s turret, occupied by Sergeant Neil Stockdale during the attack, suffered intense damage resulting in his death. George later recounted that he knew that fighters were about as the flak ceased to explode around them, but hardly giving him time to warn the rear gunner. Suddenly tracer bullets were whizzing past the aircraft, with cannon fire coming from below and the rear. George heard Sergeant Stockdale on the intercom cry out,“ I’m hit, they’ve got me”, the last words he uttered. Neil Stockdale aged 26 years and from Huddersfield, was later buried with full military honours at Driffield town cemetery.

These events must have really impacted on George Davies as he made a detailed account in his flying logbook:-
Ops Bremen, camera used, hell of a time over target. Clamped in searchlights, fighters attacked and killed air gunner, Sgt Neil Stockdale R.I.P.

Elevators shot away, A.S.I. useless, BXF Driffield, port and rear wheels punctured. Good write up. Awarded DSO.
Just five days later George was on his way to bomb Cologne, now a Temporary Flight Lieutenant, he and his crew were in the thick of it, being coned once again by enemy searchlights. This time he managed to get his Whitley and crew safely back home without any damage. His next mission was on August 5th, an attack on Frankfurt, where once more on his return the aircraft was shot up, having strayed over Aachen and Antwerp due to winds, and were guided home over the channel by RAF fighters. August 17th saw George flying with ‘C’ Flight on ops to Bremen where the target was obscured due to cloud cover. It was at this time 102 Squadron was officially known as ‘Ceylon Squadron’. George stuck a photo of the crest from The Collage of Arms into his logbook, which was signed by all the officers.

September 6th would be his next operation, this time bombing a German chemical factory at Huls along with 85 other aircraft. Two day later found the crew bombing Kassel, although George was not happy with the Navigators work, making an entry in his own logbook, ‘Duff Nav again, long stooge, not satisfactory’. The following ops to Berlin on the 20th, and Mannheim on the 26th suffered from bad weather and all aircraft were re-called. On the next op to Stettin on the 29th September George records in his log, ’Ran out of petrol, landed at Pocklington’

Rear Gunner’s damaged machine guns

November 1st 1941, was a mission to bomb Kiel, with134 aircraft taking part, this was Georges 28th mission (a ‘tour’ ), and not very successful due to 10/10 cloud cover. On his return George was informed that he had been posted to No 7 Operational Training Unit (OTU) at the Central Flying School at Upavon, prior to which his flying had been assessed again ‘As Above the Average’, but only ‘Average’ as a flying instructor.

He was then posted to No 22 OTU at Wellesbourne in December, but then corrected to No 19 OTU at Kinloss, Scotland. George soon settled into the role of Instructor, the others taking note of his DSO ribbon on his uniform! The Mk IV and V Whitleys were used during the training exercises, both day and night, usually with three or four pupils aboard. He received a Mention in Despatches on January 1st 1942.

On March 23rd 1942, George was piloting and instructing at night, with Pilot Officer Munro, Sergeant Colin Scott and Sergeant Harris aboard Whitley N1437 from Kinloss. On one of the take-off exercises, the aircraft suffered engine failure, and despite the emergency procedure being undertaken by George, the aircraft crashed into a clump of trees, resulting in the aircraft catching fire. The pupil in the other seat, Sergeant Scott RAAF, was killed instantly by one of the aircrafts spars piercing his chest, P/O Munro was thrown clear, whilst George along with Sergeant Harris, were trapped. Both of them suffering from extensive burns when finally extradited, with Georges chances of survival rated as slim. Both were rushed to Aberdeen Infirmary, where Georges burns were assessed as needing the speciality of the burns unit situated at East Grinstead, Sussex, but was deemed too fragile for the journey. He was taken instead to the new unit at Stracathro, near Berechin in Scotland. The hospital had thirty two main wards each with forty beds. Harold Gillies (cousin to Archie McIndoe) attended to George Davies burns whilst tutoring Jack Tough, who performed the skin grafts. He went on to be surgeon-in-charge of the plastic surgery unit at Stracathro. George was nursed back to health by a nurse, Jo Lowis who he later married in 1943. As none of the operations on George were undertaken personally by McIndoe, this excluded him from being a member of the Guinea Pig Club.

After recovery George was posted back to RAF Kinloss, but it would take until January 1943 before George had attained the standard required for flying again (mainly due to a severed tendon behind one of his knees suffered in the crash). George made a late entry in his flying logbook:- 24th March 1942, crashed e/failure on take off, Scott killed, self and Harris burned, Stracathro hospital.

From May until September 1943 George acted as staff officer to AVM Sir Hugh Walmsley KCB,KCIE,CBE,MC,DFC, AOC 91 Group, after which he was promoted to Squadron Leader, and then appointed deputy chief flying instructor at 23 OTU RAF Pershore.

By this time George was itching to get back into operational flying and decided ‘to pull a few strings’ by contacting a fellow instructor at RAF Kinloss, Hamish Mahaddie, now a Group Captain and a ‘talent scout’ for the newly formed Pathfinder Squadrons.

George was initially sent to 44 Conversion Unit at Waddington, flying a Lancaster for the first time, and then onto RAF Warboys, after which he joined 156 Squadron at RAF Upwood on March 2nd 1944.

His first operational flight (31 ‘ops) with this new squadron was on the 9th April 1944 to bomb the marshalling yards at Lille flying Lancaster GT-H JB307, dropping 2x 500lb bombs, along with 12 x1000lb bombs.

His crew consisted of six commissioned (experienced) officers, who would stay with him throughout his time with 156. They were:-
Flt/Lt Kenneth Stevens RAFVR, 22 years - Flt/Engineer
P/O Frederick Holbrook DFC, RAFVR, 24 years - Air Bomber

P/O Fernand De Brock DFC (Belgium), 36 years - Navigator F/O Hugh Coker RAFVR, 23 years - 2nd Navigator
Flt Lt Harry Robinson DFC RAAF. W/Op/ Air Gunner
P/O Daniel Platana DFC RCAF, 21 years - Air Gunner

F/O Frederick Lockwood DFC RAFVR, 22 years - Air Gunner
Just as George had ordered the release of his bombs over the target, another Lancaster came weaving in from starboard and hit them with its port wing. This damaged both the inner and outer engines, resulting in another feat of airmanship by Squadron Leader Davies in getting his own Lancaster back home safely, on just two engines. Two days later the crew were back in GT-H on their way to bomb Aachen with the same bomb-load. This time they were attacked by an enemy fighter but no combat took place, George records, ‘Good Prang’.
May 3rd would see a trip to the Luftwaffe airfield at Montdidier dropping a
‘Cookie’ (4000lb) along with 16x500lb bombs, from Lancaster GT-M, recorded as

‘A Wizard Prang’.

On May 11th the bombing of Hasselt was cancelled halfway through by the Master Bomber due to haze over the target. Georges aircraft GT-Q suffered with a burst tyre on landing.
On May 19th 8 Group dispatched 39 Lancaster’s and 5 Mosquitoes on a special mission to bomb the radar installations at Mont Couple (near Cap Gris Nez) H2S sets were used resulting in poor results, George flying GT-E.

May 29th was an attack by 181 Lancasters on the coastal batteries at Mardick, the crew now in GT-T, after which they were sent on leave, these ‘ops’ were involved in softening up the German defences prior to D-Day. Returning on June 14th the crew undertook a daylight raid to bomb the marshalling yards at St Pol, in Lancaster GT-P. George again recording in his logbook, ‘Very Good Prang, intercepted, no combat, near collision’

On June 23rd the operation was to bomb several V1 sites along the coast, Coubronn being the one detailed to George and his crew. He records in his logbook:- ‘Heavy Flak over the coast 10/10 over target, bombed blind, bags of fighter activity’. The next day saw another site bombed at Middel Straete, George records,’Buzz bombs site,Oboe lousy, bombed on H2S’.

Their next ‘op’ was on the 7th July, with 123 Lancaster’s bombing the railway yards at Vaires (Paris). George records, ‘Backer Up - full moon, bang on time, good prang, bags of combats observed’.
Two days later would see a daylight raid to another V1 site at Chateau Benapre, this time George was Deputy Master Bomber and received congratulations from 4 Group that his Target Indicators were spot on!

On the 12th July night ‘ops’ were back on, this time the marshalling yards at Tours,and George was the backer-up to the Master Bomber. He noted in his logbook:- 8TI’s yellow, Master Bomber nattered too much, good prang, near collision on bombing run’
The operation on July 14th (his 43rd) would prove to be disastrous for George and his crew, take-off time was 21.55 hrs from RAF Upwood for another attack on the railway yards at Revigny-sur-Mer.
Once again, George was the Deputy Master Bomber, flying Lancaster PA 984 GT- Q,
a duty involving a long time over the target area, instructing the bomber force. Having reached the target area it was found that a ground haze covered the target. At 1.53 George was in communication with the Master Bomber who called off the attack, as the yards could not be positively identified.

This was the last that was heard from GT-Q, which had been hit by cannon fire and set ablaze by the ‘Ace’ night-fighter pilot Oberfeldwebel (Master Sgt). Reinhard Kollack, (Knights Cross/ German Cross), of 8/NJG4. This would be his 45th ‘kill’ and he would survive the war, eventually dying on 6th February 1980. The aircraft in fact broke in two, finally crashing near Ancerville (Meuse) 20 km SW of Bar-le-Duc.

George Davies gave some further detailed information on this attack to the author Oliver Clutton- Brock in 1994, for his book Massacre Over the Marne:-

Oberfeldwebel Reinhard Kolik - Knights Cross

“ I was on my way home when I was attacked at approximately 02.30 hrs, by a night fighter from below and port quarter astern (Wild Boar tactic). No warning was received from the gunners, so I immediately corkscrewed to port. I had been hit myself by cannon fire or bullets in my left thigh and wrist. I heard the rear gunner cry out, We’re on fire skip’ I suspected that one of the target indicators had been hit, as the fire had a red glare to it. I opened the bomb doors and instructed the Bomb Aimer to jettison the remaining TI’s and bombs.The smoke by this time was absolute solid and suffocating. I couldn’t see or breathe so I turned the oxygen up and clamped the mask to my face. I opened the side window and stuck my head out, on hearing the Engineer gasping also I told him to do the same. I continued corkscrewing by touch as I was still unable to see the instruments, and the smoke was filling the cockpit. The controls then went completely useless, with flames coming through the floor, which then caught onto my helmet, hair, face, silk gloves and scarf. I ordered the crew -“Jump! Jump!” a few seconds later I repeated, “ Bail out blokes, and let me know as you go” I heard the rear gunner say, “I’m going skip” and I then felt a draught from the front escape hatch, and looking out the side window I thought I saw two parachutes. My intercom was still working, but I heard no more from any crew member. By now the ground was getting pretty close and I decided it was time to get out as the aircraft was in a shallow dive. I unplugged and taking a couple of deep breaths out of the window made for the forward escape hatch, feeling for the Engineer on the way, I could not find him and presumed he had got out. By this time the flames were roaring in the cockpit between me and the hatch, the next thing I knew I found myself out of the aircraft, presumably blown through the window. Rather dazed by the heat and smoke and burns to my eyes, hands, arms and hair, I felt a blow to my left side and leg. Then I remembered I had to pull the ripcord, and my parachute opened immediately.

Sixty seconds later I hit the ground crashing through 50-60 feet of trees on the way, I then heard my aircraft explode. I was unconscious for a period, and coming to I found myself in a wood with thick undergrowth. My face was burned, along with my left eye, I thought I was blind.

My right eye was half closed with burned eye lids, and I suspected I had a broken shin bone on my left leg, with a flesh wound in my left thigh, and a small flesh wound in my left wrist, and I had lost a tooth.

My hair had been burned off to within an inch of my scalp, and both my mouth and nose were burned, along with bad bruising to my back.
by now it was half light and I calculated it was around 3-4 am (My watch having stopped). I transferred my socks and stocking to my left leg, cutting up my chute for bandages, whilst using the kapok from my Mae West to act as stuffing. I hid the rest of the chute and Mae West and opened up my emergency rations, having a swig of brandy. I lopped off a stout branch to act as a crutch, had another swig of brandy and started off to find a way out of the wood. After retracing my route two or three times I headed south (using my escape compass), and after about two and a half hours found myself at the edge of the wood. I could hardly see, and had to hold the compass about two inches from my eyes, blinking rapidly to see at all. By now it was around 6am and could see a road running NE to SW , so I headed southwards in the direction of St Dizier. I imagined that locals would walk on the left side to face oncoming traffic and headed towards some civilisation. I stopped at the bottom of a hill for a rest and didn’t hear the German Army lorry coasting down the hill. It contained one officer and five men who invited me to join them by pointing pistols at me, relieving me of my knife and stick. It was a guard ration lorry which they turned around and headed back to St Dizier. I sat for four hours in an office and was then taken to the Town Hall, where I was questioned, giving the regulation answers.”

** Only George, and his Flight Engineer Ken Stevens, would survive the attack, taking to their parachutes, with Ken evading capture until August 4th. The remaining crews were found and later buried at Ancerville.
Very sadly the body of the Navigator F/O DeBrock was not found until March 1945, his remains returned to Belgium for burial there.

Final Resting Place in Ancerville of those aircrew KIA of Lancaster PA984 GT-Q

George’s adventures were not yet over, whilst recuperating from his injuries, the local Marquis were made aware of his capture, and in an audacious escape plan, he was taken away during an American bombing raid, and housed in a safe house just on the border with Belgium. Unfortunately, whilst waiting with five or six other aircrew to be taken down the line, the organisation were betrayed, with the house raided by the Gestapo, and the flyers captured.

On the 24th July, George was transferred to Dulag Luft near Frankfurt for further interrogation and given a POW number of 4900, after which he was transferred to Stalag Luft 1 at Barth, Western Pomerania, a camp holding around 9000 officers and men flyers.

Stalag Luft 1 Barth Germany

It was here that his wounds were tended to further, (his ID card noting distinctive burn scars to right hand and forehead), and was surprised to discover that he also had a broken jaw (gained whilst being thrown clear of the burning Lancaster).

The previous day the Air Ministry had written to Mrs Davies advising her that George was ‘missing in action’, but she had already been contacted by Wing Commander Bingham-Hall, the OIC of 156 Squadron, informing her he had received reports that a Lancaster had been seen to explode in the air over the target, dashing her hopes.
Then, on the 23rd August the Air Ministry made contact once more with her, confirming George was alive and well, (probably having received the information via the Maquis).

On the 12th September a further letter was received by Mrs Davis informing her that the Red Cross had received information he was now a prisoner of war.
On the 15th October a letter written by George to his wife was read out over the German radio, a very unusual occurrence.

Apart from requesting food parcels and letters, George requested that the Squadron Adjutant apply on his behalf for membership of the Caterpillar Club, having used his Irvin parachute to escape from the burning aircraft.
George settled down to life as a POW, and still recuperating from his injuries, any thoughts on escaping would be put to one side, he had experienced enough adventures already. No doubt there was an escape committee, as 200 POW’s from Stalag Luft 3 (scene of The Great Escape ) had already been transferred there. (interestedly, one of prisoners at Stalag Luft 1 was Donald Pleasence, who would become an actor, and star in the film The Great Escape )

By April 1945, the Russian Army were charging through the German countryside, and on the 1st May they had reached the area of Stalag Luft1. By now the guards had fled for their lives, leaving the POW’s to their own devices, and thinking they were free. This gave the POW’s a chance to rifle through the offices and documents held by the German guards. George managed to liberate his personal record card with photo and fingerprints.

After the Russians arrived they kept the prisoners behind the wire fence for another two weeks, until the American Army finally turned up, threatening to shoot their officer in charge unless all the POW’s were immediately freed.
Between the 13 and 15th May the camp was evacuated using American B-17 bombers, (with all their armaments stripped out) in Operation Revival, the British contingent returning directly to the UK, whilst the American and Canadian prisoners taken to France for onward transport home.

After repatriation George requested to be demobilised, which was granted, but this led to him being unemployed for some time.
In April 1949 George applied to rejoin the RAF and was re-enlisted as a Flight Lieutenant, and posted to section P(8)b Directorate of Personnel at the Air Ministry.

In October he was posted to RAF Digby as a flight instructor at No1 Initial Training School (ITS), until April 1950, then serving as a Flight Commander at RAF Jurby until October when posted to No2 ITS at Kirton -in -Lindsay, also becoming proficient as a glider instructor and winch operator.

From September until November 1952 George served as an instructor at No 201 Advanced Flying School RAF Swinderby, and then onto the School of Maritime Reconnaissance at St Mawgan. In March 1953 George was attached to No 236 Operational Conversion Unit (OCU) at RAF Kinloss until June 1953.

In July 1953 George was posted to No 38 Squadron RAF Luqa, Malta, which at that time were flying Lancaster’s and Shackleton Mk II aircraft, in a reconnaissance and air sea rescue roles.
On April 8th 1954, a British Overseas Airways Corporation Comet 1 aircraft G-ALYY (chartered by South Africa Airways - Flight SA201) took off at 1832 from Rome en route to Johannesburg via Cairo.
Approximately 35 minutes later the aircraft disintegrated in the night sky at around 35,000 feet due to metal fatigue, killing all 21 people aboard.

The next day, George Davis and his crew of five aboard his Shackleton WL787 S-Sugar were diverted from their original flight to Nicosia to take part in a search and rescue mission for this Comet and any survivors. For their part in the operation the Air Officer Commanding Malta, Air Marshal BV Reynolds wrote a letter on the 10th April to Squadron Leader EDT Norman OIC No 38 Squadron, approving the part played by Flight Lieutenant GG Davies and his crew, and congratulating them:- ‘for carrying out the difficult and hazardous mission in a manner keeping with the best traditions of the Royal Air Force’.

In August of that year George and his crew took part in exercises around Malta and Cyprus shadowing the US 6th Fleet, and by December, George had obviously made an impression with his flying (now rated Above Average) along with his varied duties as he was promoted to Squadron Leader.

On February 14th 1956 George was flying Dragonfly WG 971 with Lieutenant Hardie RN acting as a ‘plane guard’ for one of the first launches of aircraft from the newly commissioned Ark Royal aircraft carrier. On April 25th 1956 George was posted to the Joint Anti-Submarine School (JASS) at Londonderry, Northern Island, as their Chief Instructor, still flying the Shackleton MkII aircraft. Various exercises were carried out by the school between Ballykelly and Gibralter over the next year.

On April 25th 1957, George attended Course No 82 at RAF Worksop, training to fly the Vampire II fast jet, flying solo in a Mk V Vampire on the 7th May, and taking part in aerobatics three days later. George returned to the JASS at the end of May 1957, where he stayed until July 21st 1958, and then posted to HQ Coastal Command at RAF St Mawgan, Cornwall.

By now the aircraft under this command had shrunk to just 67, the core of which were the Shackletons, their job to seek out any Russian submarines straying into the coastal waters of the UK and beyond.
In October 1960 Maritime Air Operations were carried out along the Channel and Atlantic, George was the liaison officer stationed at Brest at the time.

Air Marshal Sir Edward Chilton sent him congratulations at the conclusion:-

‘It was for a great part through Squadron Leader Davies, your liaison officer at Brest, that efficient co-operation between our HQ could be maintained. He rendered invaluable help in the smooth running of air operations’.
On May 3rd 1960 George has an entry in his flying logbook showing he took part in the competition for the Aird Whyte Trophy, flying with Flight Lieutenant Ostridge and nine other crew members in Shackleton WL 790. Mr and Mrs Aird-Whyte originated this competition in 1960 as a contest of skills between the air forces of the UK, Australia, Canada and New Zealand. The crews would compete in anti- submarine warfare, combined with intelligence and surveillance gathering. The winning team were presented with an engraved silver tray. George would go on to compete in the competition during 1961 and 1962.
George Davies retired from the RAF as a Squadron Leader in 1963, which by this time he had amassed a grand total of flying hours of 1,907 hours, flying eighteen different types of aircraft including jets. He continued working as a systems manager with special responsibilities for Nimrod and Tornado equipment.
He died in September 1991 aged 71 years.

S/L George Davies Group of Medals and Logbook with Pathfinder and Caterpillar Badges

© Simon Muggleton June 2021

Acknowledgements:-
Colin Pateman -RAF Historian RAF Museum -Gordon Leith National Archives -Kew and MoD Aircrew Remembered Website

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 - 2026 Last Modified: 24 May 2025, 16:47