Operation: Hannover, Germany

Date: 18/19 October 1943 (Monday/Tuesday)

Unit: 207 Squadron - Motto: Semper paratus (Always prepared)

Squadron Badge: A winged lion statant. Approved by King Edward VIII in May 1936.

Type: Lancaster III

Serial: LM326

Code: EM-Z

Base: RAF Spilsby, Lincolnshire.

Location: Shot down by a night fighter and crashed in a field on the Reinerbeck to Aerzen Road, south-west of Hameln, Germany

Pilot: Fl/Sgt. Geoffrey Taylor A5414 RAAF Age 22 Pow No. 259915 Camp: Stalag Mühlberg-Elbe - IVB (1)

Fl/Eng: Sgt. Donald John (Don) Duff 1624459 RAFVR Age 19 Pow No. 263669 Camp: Stalag Mühlberg-Elbe - IVB (2)

Nav: Sgt. Alexander Gordon (Jock) McLeod 13186124 RAFVR Age 20 Pow No. ? Camp: Stalag Mühlberg-Elbe - IVB (3)

Air/Bmr: Sgt. Cecil Rayle (Smithy/Smitty) Smith (Schmitt) R134311 RCAF Age 23 Pow No. 261188 Camp: Stalag Mühlberg-Elbe - IVB (4)

W/Op/Air/Gnr: Sgt. Arthur Reginald (Joe) Burton 1245092 RAFVR Age 32 Pow No. 261241 Camp: Stalag Mühlberg-Elbe - IVB (5)

Air/Gnr (MU): Sgt. William (Bill) Worthington 2205080 RAFVR Age 21 Pow No. 259927 Camp: Stalag Mühlberg-Elbe - IVB (6)

Air/Gnr (R): Fl/Sgt. Walter Joseph (Mac/Wally to his family) McCarthy A426382 RAAF Age 19 Pow No. 259887 Camp: Stalag Mühlberg-Elbe - IVB (7)

This story is one of a series of collaborations by Aircrew Remembered Senior Research Editor Roy Wilcock and our well respected Canadian colleague, aviation researcher Dave Champion. Our thanks to Dave for his invaluable contributions and his continued support of the work of Aircrew Remembered.

The following account has been compiled from 207 Squadron Records, RAAF service files and accident reports, contemporary newspaper reports and numerous genealogical sources. The story of the final flight, subsequent capture and experiences of the crew as prisoners of war is mainly based on the sequence of events as recalled by Geoff Taylor in his 1956 book, 'Piece of Cake' and information from the crew's prisoner of war liberation questionnaires.

IN THE BEGINNING

They had arrived at RAF Upper Heywood in Oxfordshire on 4 May 1943, with the latest intake posted to 16 Operational Training Unit (OTU) and following the usual self selection process, now found themselves among their perception of kindred spirits in a crew captained by Geoff Taylor. Geoff was 22 and a Brummie by birth, but having immigrated to Australia with his parents when he was 2 years old, was to all intents and purposes, an Aussie.

Fellow Aussie, air gunner Walter McCarthy, a Queenslander aged 19 was the youngest member of the crew. The other air gunner being William Worthington, a 21 year old Lancashire lad from Bolton.

Navigator, Alexander Gordon McLeod was a 20 year old and Scot, whilst the air bomber was Canadian, Cecil Rayle Smith aged 23 from Ontario who was really a Schmitt by birth. Completing the crew was wireless operator Arthur Reginald Burton, a former Co-op Grocery Mobile Shop Manager from Luton, Bedfordshire. Married to Winifred, he was also a father and being 32, easily the old man of the crew.

Whether through familiarity or the Aussie penchant for nicknames, Cecil Smith inevitably became Smithy, William Worthington, Bill, Walter McGrath although Wally to his family was Mac, Scot, Alex Mcleod was of course christened Jock and Arthur Burton for some reason became Joe! With no other explanation forthcoming it seems likely that the nickname Joe was possibly instigated by the Aussie pair, with deference to the well known Australian horse breeder and trainer, Joe Burton.

The rest of the crew was probably unaware of the fact, but Geoff was known to his friends back home back home in the Melbourne suburb of Brighton as Squizz. It is believed that he was nicknamed Squizz after the Australian gangster, Squizzy Taylor who, having been born in Brighton in 1888, became a notorious criminal in Melbourne during the late 19th and early 20th centuries until his death in 1927.

For the next 12 weeks the crew received training in all things Wellington and the necessary skills required by each trade for night bombing operations. But by 1943 the Wellington was being superseded by the larger four-engine heavy bombers such as the Lancaster and Halifax, thus most crews were being posted from OTUs to Heavy Conversion Units (HCUs) for training on heavies. In preparation for this, the crews at OTU now included two air gunners rather than just one as required by Wellington crews.

The crew duly completed training at OTU and on 5 August was posted to 1654 HCU at RAF Wigsley in Nottinghamshire for 6 weeks conversion training. To fly the heavies crews needed an additional member in the shape of a Flight Engineer and to this end Geoff Taylor was allocated Donald John Duff from Luton. Don, as he became known, was 19 and a former Butcher's roundsman.

On 22 September 1943 and deemed ready for operations on heavies, the now, 7 man crew, was posted to 207 Squadron at RAF Langar, located about 6 miles south east of Radcliffe-on-Trent, Nottinghamshire. The Squadron was equipped with Lancasters I and III.

On the day of their arrival, Thursday 23 September, 9 of the Squadron Lancasters took part in a raid on Mannheim; all returned safely.

The next time the Squadron was called upon to contribute to an operation was on the night of 27/28 September when both Geoff Taylor and navigator Jock McLeod were on the battle order. Geoff was detailed to fly 2nd Dicky with P/O. James Kirkwood and crew* while Jock flew as 2nd navigator with P/O. Archibald Ferguson Bremner and crew†.

207 Squadron provided 11 Lancaster of the force of 678 aircraft for the raid on Hannover and although all 11 returned safely one of them piloted by P/O. Frank William Cosens was badly damaged by a night fighter and forced to land at RAF Hardwick in Norfolk, the mid upper gunner having been wounded in the leg and the rear gunner having also been hit and seriously wounded.

*F/O. James Kirkwood was killed with all his crew on 16/17 December 1943 whilst flying Lancaster JB219 of 97 Squadron during a raid on Berlin. For further details see https://aircrewremembered.com/kirkwood-james-1.htm...

On the night of 29/30 September Geoff Taylor was once again detailed to fly as 2nd Dicky, this time with F/L Kenneth Harold Francis Letford and his crew for an attack on Bochum. 8 Lancasters of 207 Squadron were dispatched as part of a 352 strong force of which 9 failed to return. All 8 aircraft from 207 Squadron returned safely.

The Squadron flew a total of 54 sorties on 6 operations between 1 and 8 October, none of them involving Geoff Taylor or his crew.

†The only loss during this period occurred on 2 October when Lancaster DV184 flown by F/O. Archibald Ferguson Bremner and crew, crashed and exploded on take off. All seven crew were killed with only three of the bodies being identifiable, the others being commemorated on the Runnymede Memorial. The cause of the crash was later determined to be that the pitot head cover had been left in place. The pitot head on an aircraft is a measuring instrument that combines a pitot tube and static tube to measure total and static pressure, and calculate airspeed. In the event of the cover being left on, the pitot tube is prevented from accurately measuring airspeed and critical to pilot decision making especially during take off.

The demise of F/O. Bremner and his crew must have brought home to everyone on the station the reality of the fine line between life or death of a bomber crew, but having flown with the crew just days earlier must have been especially poignant to Jock McLeod.

After being stood down on 10 October, all aircraft flew the following day to RAF Spilsby in Lincolnshire where 207 Squadron was to be relocated. They were followed by the main party two days later.

Due to fog and rain Bomber Command undertook only a handful of minor operations, all flown by Mosquitoes between 9 and 17 October.

The next major operation carried out by Bomber Command was planned for the night of 18/19 October. The target was again Hannover, for the fourth and what proved to be the last, of a series of raids against the city begun on 22/23 September. 207 Squadron was required to provide 15 aircraft of a force of 360 Lancasters to be dispatched. A diversionary raid on Berlin by 8 Mosquitoes was to be carried out at z+18.

On the morning of Sunday 18 October 1943 when the battle order was posted at RAF Spilsby, the names of Geoff Taylor and his crew were one of the 15 crews detailed for that night's raid. Geoff and navigator Jock McLeod had already been blooded, but for the other five, this was to be their operational debut.

Briefed Route: East Coast - 53°20N 03°50E - 52°40N 09°48E - 51°55N 05°20E - 52°33N 04°36E - 52°45N 03°30E - East Coast

With zero hour set for 20.15 hours the plan was for Blind Markers accompanied by 25 Lancasters of the main force to open the attack at 20.11 followed at 20.13 by 8 Visual Markers and 15 Backers Up from 20.17 to 20.27. The main force was to attack in four waves, each of 73 Lancasters, at intervals from 20.17 to 20.29.

The Lancaster allocated to Geoff for the raid was a Mark III serial LM326 'Z'. Delivered brand new to 207 Squadron on 31 May 1943 from the Avro factory at Yeadon in the West Riding of Yorkshire, she had since flown at least 26 operations.

The aircraft was armed with the following bomb load: 1 x 400 lb High Capacity, 8 Small Bomb Containers (SBCs) of 150 x 4 lb incendiary bombs, 5 SBCs of 16 x 30 lb incendiary bombs, 2 SBCs of 12 x 30 lb incendiary bombs and 1 SBC of 60 x 4 lb incendiary bombs.

Special Equipment on board was:

Gee Mk I radio navigation system

Monica Mk I tail warning radar

IFF Mk III transponder

AND SO TO WAR

With its four Merlin 28 12 cylinder engines roaring at maximum power of 3000 rpm, LM326 raced down the runway tail up and as the airspeed indicator hit 115 knots, lifted off at precisely 1716 hours and Geoff instructed Don to retract the undercarriage.

Taking off second in line, LM326 was three minutes behind F/L Ken Letford's ED586 with the other 13 Lancasters following at similar intervals behind Geoff. By 1547 all were aloft and leaving Spilsby behind, headed east towards Mablethorpe where they were to rendezvous with the rest of the 360 strong force of Lancasters.

Once formed the force set out across the North Sea towards the Dutch coast and climbing to 20000 feet the patchy cirrus prevalent on the East Coast increased quickly to 4-8/10ths over the North Sea, base 23-25000 feet with 5-8/10ths alto cumulus, base 12000 feet, tops 14-16000 feet.

Nearing Texel island, pilots alerted crews, especially gunners, with 'Enemy coast ahead'. From here on each and every member of every crew knew that their lives might depend on them keeping a sharp look out for enemy fighters. The alto cumulus thickened at times to 10/10ths and continued to do so especially as the force flew inland over Holland and later over Germany.

It seems that the cloud cover negated the flak and searchlights of Texel and the force continued into northern Germany where the briefed route avoided areas of significant ground defences, alas, night fighters were a different matter. The running commentator picked up the bomber force at 1916 hours when it was about 80 miles inland in the neighbourhood of Groningen and some 25 miles west of the German border. Fighters along the route were alerted preparatory to the target being announced as soon as it could be identified. At 20.07 hours, Hannover was identified after the first bombs had been dropped there. Combats and sightings of enemy aircraft were virtually confined to within 40 miles of the target area and a very large number of fighters especially Ju 88's and Me 109's were active.

Having crossed into Germany the crew of LM326 were diligently watching the sky for night fighters when rear gunner Mac suddenly yelled an urgent warning for Geoff to 'Corkscrew port!'

Throwing the Lancaster about the night skies, diving, rolling and climbing again and again, Geoff was relieved to hear that the fighter had cleared off and with no damage done, Geoff resumed his course and the crew, their look out for further potential danger.

It was Geoff himself who alerted the gunners to the unidentified aircraft ahead, but before anyone could react cannon shells exploded into the Lancaster. Corkscrewing time and time again Geoff strained to evade the attacker and eventually succeeded in losing him, but this time LM326 had not escaped unscathed. The instrument panel had been hit, rendering altimeter, airspeed indicator, artificial horizon, directional gyro and Distance Reading compass all unserviceable. The oxygen supply to the mid upper turret had been severed and from the rear turret Mac reported that the ammunition tracks in the fuselage had been hit and jammed and he could not fire his guns. But at least the crew were unhurt and all four engines undamaged, so with the oxygen supply patched up and only fifty miles to go it was agreed, despite the prospect of effectively flying blind, they would carry on to the target.

Visibility was 5-10 miles and by virtue of the P4 magnetic compass Geoff was able to maintain course and soon found himself back among the bomber stream and judging by the glow of numerous fires, on approach to the target. With cloud cover over Hannover being 8-10/10ths alto-cumulus, base 12000' tops 14-16000' searchlights were only occasionally able to penetrate the cloud and most flak was expended in the form of a barrage fired to heights of between 17000 and 20000 feet.

When Smithy requested him to open bomb doors, Geoff duly obliged and following the bomb aimer's instructions guided LM326 over the target. The rest of the crew, now silently willing Smithy to just get on with it, waited with bated breath for those two magic words that would send them home.

'Bombs gone' announced Smithy. Thirty seconds straight and level, photoflash and Geoff turned for home.

The collective sigh of relief had barely subsided when Joe in the astrodome gave out 'Corkscrew port', as a night fighter made what proved to be an innocuous attack before breaking off, but Geoff had hardly resumed his course home when the fighter was back, and their luck finally ran out!

With both port engines shot up and twin rudders out of action, LM326 was already losing height but when the starboard inner suddenly burst into flames, Geoff knew it was all over.

He immediately gave the order ‘Abracadabra Jump, Jump! Abracadabra Jump, Jump!’. A silly expression it have seemed, but one that was incapable of being misunderstood.

Alive with garbled chatter one minute, the intercom fell suddenly silent and having checked that all the crew had gone Geoff too, hurled himself into the cold night air.

Geoff was later to recall in a lettercard to his uncle, Robert Flamank, that they had baled out at 8.25.

LM326 was shot down at 20.26hrs at a height of 6.200m (about 20300 feet) over Aerzen and crashed at 20.30hrs in a field on the Reinerbeck to Aerzen Road, south west of Hameln. As LM326 came down an 8 year old Jorg Grote witnessed the crash and the following day his father photographed the crash site. Some 32 years later, Jorg was destined to meet Geoff Taylor and Cecil Smith.

RESULTS OF THE RAID

The target area was covered in cloud and the Pathfinders were not successful in marking the position of Hannover. The raid was scattered with most bombs falling in open country north and north west of the city. 15 aircraft were lost, mainly to night fighters, 2 others collided (see https://aircrewremembered.com/duncan-moodie.html)

In addition:

DS717 of 426 Squadron ditched off Aldeburgh/Orford Ness, Suffolk on account of fuel shortage, the crew being picked up by a flak ship.

DS683 of 115 Squadron was badly damaged by a night fighter over the target with the rear gunner being killed and the wireless operator and flight engineer both wounded. The aircraft crashed on return to base with no further injuries.

207 Squadron lost one other Lancaster on the operation. Lancaster W4276 EM-L flown by 26 year old P/O. Bruce L. Negus AUS/414072 RAAF from Auchenflower, Queensland, was killed with all but one of his crew. The aircraft crashed at 2026 south of Wettbergen, Hannover,

The other 13 Lancasters of 207 Squadron all returned safely, one of them early on account of the navigator being taken ill. The other 12 reported having bombed the target between 20.13 to 20.27.

INTO THE BAG

Landing in a wet ploughed field, minus one of his flying boots and with one leg doubled painfully beneath him, Geoff decided to wait until daylight before deciding his next move and eventually crawled into a hole in the ground, covered himself with his chute and despite the rain, fell asleep.

As daylight came he took stock of his surroundings and found that he had landed on farmland near a castle that he later learned was Schloss Schwöbber near Aerzen and about 30 miles south west of Hannover.

He lay low through the day and as night fell, having fashioned a sort of shoe from parts of his Mae West and parachute, set out, intending to make for Holland. He spent the night hobbling west and as dawn broke on Wednesday 20 October, he settled down in undergrowth and slept.

It was afternoon when he awoke only to discover the castle was still there! He realised that he must have been walking in circles -

By now he had become very thirsty and set out to seek water but approaching a stream he suddenly found himself apprehended by men and women of what he surmised were the German equivalent of the British Home Guard. Taken to the castle, the military were called and he was taken by motorcycle to a local railway station from where, he travelled under guard by train to the army barracks at nearby Hameln. After being searched he was taken downstairs and locked in a cellar full of bunks, two of which were occupied by sleeping prisoners. To Geoff's delight it transpired that the two men were none other than Joe and Mac and later in the day Bill was brought in, all three having been captured shortly after landing on the 19th.

All three had been captured on 19 October but as far as Mac and Bill are concerned, nothing is known of the circumstances, but as for Joe, his liberation questionnaire briefly describes how he had ended up in the bag:

'On morning of original capture, divested myself of brevet tapes etc. Collected bundle of wood and attempted to make journey to Hamelm. After covering a distance of approximately 4 miles I was accosted and asked for papers by a postal official who escorted me to local land army officer who in turn transported me to military barracks at Hameln.'

On Saturday 23 October the four were taken under guard to Hameln station where they boarded a train which took as far as a large railway junction where they changed to a train to Frankfurt am Main where they were to be handed over to the Luftwaffe at Dulag Luft.

At Frankfurt they were put on a local train to Oberursel from where a tram journey and a slog across muddy fields finally brought them to the Dulag Luft Interrogation Centre where they were each locked in separate solitary cells.

By now it was the early hours of Sunday 24 October and after being searched yet again, Geoff, and presumably the others, were left alone for a few days and nights with only the delivery of meagre rations three times a day to break the monotony. Eventually Geoff was interrogated on two or three occasions but to no avail as he refused to answer more than name rank and number. Then one day, whilst their cell doors were opened to receive their meals, he spotted Smithy in the cell opposite.

Now only Jock and Don were still missing but as the time arrived for Geoff and the other four together with numerous other prisoners, to be moved to the transit camp at Frankfurt, Jock was found to be among them. Six of the crew were now back together albeit in captivity and following another journey by tram the prisoners were delivered to the transit camp to await transportation to prisoner of war camps.

In his liberation questionnaire Smithy stated that he had been captured on 21 October 1943. No further details are given, but following his repatriation a news article in the Waterloo Region Record of 13 June 1945 reported that:

'Last to be captured, PO Smith walked for three days along the roadways of Germany before he was taken in by a home guard. His fare during this trip was raw potatoes and vegetables he found in fields.

"They wouldn't have found me then if I would have been able to swim. It was either swim the canal or walk on a public highway and I had to take the highway."'

Smithy's claim to have been the last to be captured would seem to be a matter of some dispute as in his liberation questionnaire, Jock reported that he had been captured at Hannover on 25 October 1943, but with no further details available this cannot be verified.

Although it seemed longer, the crew members had been held at the interrogation centre and transit camp for six days before learning that they were to be sent with the next contingent of prisoners to Stalag IVb located some 5 miles northeast of Mühlberg an der Elbe and about 30 miles north of Dresden.

In the afternoon of 29 October the column of prisoners were marched from the camp to Frankfurt railway station. Each issued with a Red Cross parcel, a slab of ersatz bread and a piece of sausage they were crammed into freight vans in such numbers there was barely room to lie down. For four days they endured a journey with only occasional stops to relieve themselves before finally arriving at the village of Neuburxdorf on the morning of 1 November where they were finally released from the trucks and marched about a mile south to prison camp Stalag IVb.

After arrival at Stalag IVB Geoff relates the day to day trials and tribulations of prison camp but also includes the following two incidents of particular note.

12 miles or so north of the camp near Falkenberg was Alt-Lönnewitz airfield, an operational training base for Ju88 and Ju86 crews. RAF prisoners at Stalag IVb naturally took a professional interest in watching from afar, the various aircraft landing and taking off. As some pilots from the base took great delight in regularly buzzing the prison camp, the RAF prisoners took similar delight in enticing them, by way of arm signals, to fly lower and lower, a dangerous game and one that was to end in tragedy. On 30 April 1944 the pilot of a Ju88 flying very low over the camp, lost control of his aircraft and although he managed to escape relatively unscathed his plane hit two Canadian prisoners on the exercise ground. Sgt. Herbert David Mallory RCAF R.113624, PoW No.222739* was struck from behind and instantly killed by one of the propellers, whilst Sgt. William Wallace Massie R.C.A.F., R.150556, PoW No.222744 suffered a shattered leg.

*Sgt. Herbert David Mallory was shot down on his first operational sortie whilst flying as 2nd pilot with F/Sgt Thomas Frank Thould and crew in Halifax DK258 of 434 Squadron on the Nurnberg raid of 27 August 1943. Originally buried at Neuburxdorf Cemetery he was re-interred on 5 June 1947 at the Berlin 1939-1945 War Cemetery - Grave ref: 6.G.8

The close proximity of Alt-Lönnewitz airfield had also spawned the notion of the possibility of escape by stealing an aircraft and flying to England. Geoff spent several months gathering as much intelligence about the airfield and the controls of the Ju88 that he could from various camp sources but other than that, it remained nothing more than an idea until early 1945. Taking everything into consideration he decided now that the best option was to fly the shortest distance to safety which was 180 miles north to Sweden.

Geoff began to consider that the plan might work better with a companion especially when airborne if only as a look out for enemy aircraft. He decided to ask Smithy who had already made one attempt to escape albeit unsuccessfully. Smithy was most enthusiastic about the plan and needed no further encouragement to join Geoff.

Smithy, spoke French fluently, had formed a close bond with the French contingent in the camp and in his liberation questionnaire reported that on 6 May 1944 he had 'Left camp with Frenchman Georges Pailliard via French escape committee - recaptured about 10 days later by Home Guard. Both were returned safely to camp.'

Smithy was most enthusiastic about the plan and agreed to accompany Geoff. However with the Red Army getting ever nearer the pair revised their planned escape to Sweden in favour of the shorter journey east and a belly landing once across the Russian lines.

Geoff also thought that apart from being useful in the cockpit, Smithy might be able to arrange with the French a means of getting out of the camp. Smithy duly explained their plan to the French and in turn they agreed to assist the escape. A French party went out each day to work at the graveyard at Neuburxdorf and it was suggested that Geoff and Smithy might go out as members of one such work party and two Frenchmen outside who were being hunted by the Germans for sabotage or other crimes, could return in their place. They would be safer in the camp than if they were caught as saboteurs.

This was arranged and approved by both British and French escape committees and on 13 February 1945 Geoff and Smithy made good their escape.

They eventually entered the airbase undetected in the guise of foreign workers and following various narrow escapes, eventually managed to get into the cockpit of a Ju88 only to be accosted by a German guard who quite remarkably believed them to be just foreign workers noseying about and merely ordered them to clear off.

Feeling somewhat lucky to have got away so easily they surreptitiously re-entered Stalag IVb on 15 February.

Geoff does not address what happened to Don Duff after being shot down except to mention that by December 1943 nothing had been seen or heard of him.

In his liberation questionnaire Don gives some information regarding his whereabouts after baling out. On landing he had suffered a spine injury and was hospitalised at Hameln for 7 weeks from 19 October to 7 December 1943 and then sent to Stalag IVb where he arrived on 12 December 1943. He reports that he made an escape but with very little detail as follows:

' Changed with a soldier. Seen on a train by the officials. Short N. As for Myself.'

He also states that he was in a Work Camp at Halle, digging shelters from 27 February 1944 to 8 March 1944. This was presumably after being captured after his failed escape attempt.

LIBERATION

By 20 April 1945, with Russian forces within 20 miles of the camp, liberation was imminent, but one particular prisoner had decided not to wait for their arrival. On 16 April 1945, with the approval of the British Escape Committee, Smithy had escaped. Whilst in a work party taken out of camp to chop wood, he managed to slip away and given shelter by a German anti-Nazi family, eventually reached the American lines. Together with two American escaped prisoners of war, he hitch-hiked to France and after spending two days celebrating in Paris, flew to England. The date of his arrival in England is unknown but he was certainly back by 10 May when he completed a liberation questionnaire and by 13 June he was back home in Kitchener, Ontario.

The prisoners at Stalag IV-B woke on the morning of Monday 23 April 1945 to find the German guards gone and soon afterwards the spearhead of their Russian liberators arrived when three Cossacks galloped into camp.

At the time the camp was liberated, there were about 30,000 men and women prisoners in the camp, of which 7,250 men were British. Royal Air Force personnel numbered 1593 including 33 officers.

The Russians held the British and American prisoners in the camp for over a month although a number managed to get away from the camp and make their way to the American lines.

On May Day the Russians decided that the prisoners should move on foot approximately 15 miles south via Strehla and across the Elbe to Riesa where they were to be accommodated in German Barracks. By the time Geoff and his small group arrived the barracks was already overcrowded and a Russian soldier unceremoniously billeted them with a German family where they spent a relatively comfortable week.

On 9 May, the day after VE Day and against Russian orders, they made a run for it and after crossing the River Mulde found a waiting convoy of American trucks one of which they boarded. Transported to Merseberg they were then flown by Dakota C47 to Brussels and onward to RAF Westcott in Buckinghamshire by Lancaster.

On Thursday 17 May 1945 Geoff Taylor reported to Overseas Headquarters RAAF, Kodak House, Kingsway, London and proceeded to 11 Personnel Dispatch and Reception Centre at Brighton where he completed his liberation questionnaire on 25 May.

No record has been discovered, but based on the dates of completion of their liberation questionnaires (given in brackets after their names) it seems probable that Jock (14 May), Mac (17 May), Bill (17 May) Don (19 May) and Joe (25 May) made their way back to England in a similar manner to Geoff. If you have any further information regarding these men please contact our helpdesk.

In due course the seven returned to their families and civilian life. Their known biographical details are included below but if you have any further information and/or photographs that you are prepared to share please also contact our helpdesk.

Whether the others kept in touch with each other is not known but Geoff and Smithy were destined to meet again.

31 YEARS LATER

Following return to civilian life, Geoff resumed his journalistic career but later became involved in the advertising industry. A natural progression of his writing ability led him to pen his first book, 'Piece of Cake', an autobiographical account of his fateful wartime flight and his ensuing experiences as a prisoner of war.

Geoff continued his literary career completing a new book more or less every two years and in 1972 following a visit to Germany he published 'Return Ticket' based on what was his first visit since liberation and his impressions of the country post war.

In planning the third and final autobiographical volume, entitled 'Down to Earth' he wrote to 'Jägerblatt', the official magazine of the German fighter pilots association, with the request 'Who shot me down?' Karl Heinz Woll, a Hannover businessman with an interest in researching air raids on Hanover, investigated and discovered that 'Wilde Sau' night fighter ace, Major Friedrich-Karl Müller, was the pilot responsible for shooting down Lancaster LM326.

In April 1974, Geoff returned to Germany where he met his adversary Major Müller, who told him that that LM326 was the 19th of his 30 victories and the only thing that had prevented him finishing the job was having run out of ammunition. The pair later visited Schwobber Castle where they met up with Karl Heinz Woll and Jorg Grote, who, as an 8 year old, had witnessed the crash of Geoff's Lancaster. Geoff also met Heinrich Garvens, the man who still owns the farm where the Lancaster crashed, Arno Fischer, the keeper of Schloss Schwöbber who took him into custody and former policeman Wilhelm Mensenkamp who handed him over to the German Army.

Geoff was joined on the trip by Smithy, his former bomb aimer, and the pair became firm friends with Friedrich-Karl Müller who later presented Geoff with the Egren Chronik (Honour Book), a lavish diary of his career which on his return home, Geoff presented to the Officer Commanding at Point Cook for the RAAF Museum.

The hospitality extended to Geoff and Smithy was such that their intended 36 hour visit extended to 12 days. (Details courtesy RAAF NEWS October 1974)

WRECKAGE RECOVERED BY ROYAL ENGINEERS

Karl Heinz Woll and Jorg Grote, the co-directors of the aircraft wreckage recovery in Aerzen, later obtained permissions from the municipality of Aerzen and from farmer Heinrich Garvens the tenant of the field in which the wreckage lay, but a request for help in the search and recovery of the wreckage to a Bundeswehr engineer unit from Minden was turned down.

In June 1975 help was solicited and obtained from British Army unit, 73 Amphibious Engineer Squadron of the Royal Engineers, stationed in Hameln and on Monday 15 September 1975 after identifying the location of the crash site from the photograph taken by Jorg Grote's father that more than 20 British soldiers commenced excavation work in the field adjacent to the road from Aerzen to Reinerbeck.

Major Müller and Cecil Smith were also in attendance at the site that soon yielded up a great deal of ammunition, one of the four engines, two propeller blades and four machine guns. As the work continued another badly damaged engine was recovered but a third engine could not be freed from the ground as it was too close to the road embankment.

On Thursday morning the work had to be abandoned as the British soldiers were required for other duties. After being photographed, the holes, some of which were seven metres deep were refilled and the site levelled.

Jorg Grote expressed a hope that the job might be completed in the future.

In July 2025 Aircrew Remembered was contacted by Gerald Walmsley who provided the following information regarding the wreckage of Lancaster LM326.

'I found on a German website that a propeller and piston from a crashed Lancaster was for sale. I had done a bit of research and contacted Kevin who is responsible for the Spilsby 207 squadron website. I asked him if he was interested in obtaining the 2 items which he was. I live in Germany in Braunschweig and have been a bomber command enthusiast all my life. I met up at the hotel and haggled over a price which was quite steep. The hotel owner showed me around and I took the pictures. He also told me of the excavation and the crash site which I visited. He mentioned many of the locals took bits from the dig. His dad picked up two propeller blades and the piston. He mentioned that someone took the guns which were deformed or broken and eventually repaired them and got them to work. Where they are now wasn’t mentioned. I did a bit more digging and found a website mentioning the excavation by the local BAOR stationed in Hameln.

I found the name of one of the pioneers involved and he answered my inquiries.

Some of the engines were taken away somewhere.

https://british-army-in-hameln.com/1975-lancaster-...

On a return trip to the UK I brought the propeller and piston to Kevin who is now in possession of the 2. The signed propeller is still in the hands of the hotel owner who refused to release it.

Here are a few pictures from 1974 and the excavation in 1975.The original pictures are from the local hotel where they are displayed. The propeller is signed by the 3 airmen involved.'

THE CRASH SITE

BIOGRAPHICAL DETAILS OF THE CREW

(1) W/O. Geoffrey Taylor was born on 9 April 1922 at Aston Manor, Birmingham Warwickshire the son of Geoffrey Robert Taylor and Mabel Rose Treglonow Flamank. At birth he was registered as Geoffrey Flamank at Aston, Warwickshire in the June quarter of 1920.

With his parents, he sailed for Australia from London on 1 February 1923 on the SS Baradine, a journey of 54 days. His mother's occupation and last address was recorded as a Photo Artist aged 22 of 71 Whitehaed Road, Aston, Birmingham his father as a Farmer aged 29 of 54 Elm Park Road SW3.

Geoffrey Robert Taylor and Mabel Rose Treglonow were married at Adelaide, South Australia on 29 March 1923 and went on to have two more children, siblings of Geoffrey junior: Naomi Blanche Taylor (1924-2015) and one other sister, details unknown.

An Uncle, Robert Flamank lived at 32 Beaudesent Road, Handsworth, Birmingham.

Aged 14 and having won a cadetship, he became the Shipping Reporter on the Adelaide News in 1939, aged 19, joined Goldberg Advertising in Brighton, Victoria.

He named his mother as next of kin and her address as 19 Anne Crescent, Brighton S5 Melbourne.

He enlisted on 4 December 1939 and after training at Point Cook, Victoria, embarked for the UK on 17 October 1942. Promoted to Flight Sergeant on 17 March 1943, he was posted on 4 May to 16 Operational Training Unit at Upper Heyford, Oxfordshire for night bomber training on Wellingtons followed on 4 August with a posting to 1654 Conversion Unit at RAF Wigsley, Nottinghamshire. On 24 September he was posted to 207 Squadron at RAF Langar, Nottinghamshire. The Squadron relocated to RAF Spilsby in Lincolnshire on 12 October 1943.

He named his mother as next of kin and her address as 19 Anne Crescent, Brighton S5 Melbourne

Whilst a prisoner of war he was promoted to Warrant Officer on 17 March 1944 and reported safe in the UK on 19 May 1945.

After returning to Australia in 1945 he was demobbed and returned to journalism, working as a law reporter in Melbourne for Southern Cross.

In 1946 he married Audrey Inez Beaven (1924-2012) at Victoria, Australia. They went on to have two daughters, Jayne and Diane.

He went on to work for a public relations firm before being employed as a journalist with the Commonwealth Department of Information. Following that position he was a reporter for the Argus, progressing to deputy night chief-of-staff. His acceptance of an offer to work for an advertising agency was the beginning of a career in the advertising industry.

But his main interest was flying, and he also loved to sail. He was a member of the

Royal Brighton Yacht Club from the end of the War to 1991.

He also turned to writing books and published 12 books including his autobiography in 1956, "Piece of Cake" and a book for children. He completed the manuscript "Hours of Glory" of a biography of the young South Australian aviator Charles James ("Jimmy") Melrose (1913-1936) which was not published. It was awarded the Inaugural Alan Marshall Award for the best unpublished manuscript.

He suffered a severe stroke in 1991 and died at an East Brighton, Melbourne nursing home on 19 December 1992. His widow Audrey, donated his papers relating to his research and book about "Jimmy" Melrose to the Mortlock Library in 1993.

Post war details courtesy:

https://www.austlit.edu.au/austlit/page/A29264

https://archival.collections.slsa.sa.gov.au/prg/PR...

Source: Melbourne suburban newspaper article: "Farewell to a man of many talents after a life of adventure" c. December 1992.

(2) Sgt. Donald John (Don) Duff was born on 4 November 1923 at Luton, Bedfordshire the son of Nathan Duff (a Builders's labourer) and Florence Ellen Mary Duff formerly Ball née Crouch. He had two half siblings: William F. Ball (1915-1916) and Albert George Ball (1917-1994).

In 1939 the family lived at 84 Icknield Road, Luton at which time Donald Duff was a Butcher's Roundsman.

He enlisted in the RAFVR in February 1942

On 16 June 1945 he married Cicely Alexandra Stothard at Luton. Their son, Malcolm J. Duff, born at Luton in 1947 sadly died in 1950 aged 2.

Donald John Duff died on 1 May 1986 at Luton, Bedfordshire, when he was 62 years old.

His address at the time of his death was 35 Homedale Drive, Luton.

(3) Fl/Sgt. Alexander Gordon (Jock) McLeod

According to Geoff Taylor in his book 'Piece of Cake' Alexander Gordon McLeod was Scottish.

Details from 1939 Register

10 Masefield Drive, Hornchurch [Upminster], Essex

Catherine McLeod 30 Jan 1888 W

Doris A McLeod 2 Mch 1914 S Typist and Book-kkeper

Alexander G McLeod 14 June 1922 S Clerk Wholesale Tea Dealer Brene? Dort?

PoW Liberation Statement dated 14 May 1945

Born 14 June 1922

Student - enlisted September 1941

10 Masefield Drive, Upminster, Essex

Alexander G. McLeod married Joyce E. Callwood (b 1922 Edomonton) at Romford in 1949

Catherine C McLeod aged 69 died 1957 death reg at Romford

Liberation Statement 14 May 1945

Electoral Register

Alexander G. McCleod and Joyce E. McLeod

33 Kenneth Road, Luton in 1974 and 2003-2006

Nothing further know - if you can help please contact our helpdesk

(4) W/O. Cecil Rayle (Smithy/Smitty) Smith/Schmitt was born on 13 June 1919 at Kitchener, Ontario, Canada the son of David Eshleman Schmitt and Clara Pauline Schmitt née Israel. He had two siblings: Ruby Eileen Schmitt born 1908 and Effie Marie Schmitt (1915-2004). The family lived at 57 Heins Avenue in Kitchener.

Prior to enlisting Cecil worked as a Labourer.

He enlisted in the RCAF on 2 October 1941

After returning to Canada, he married Doris Pauline Phillips née Kuntz (date not known) with whom he went on to have three children: Wanda Smith, Cindy Smith and Judy Smith. He also had a step son, David Phillips, from Doris's previous marriage.

Post-war, Cecil was employed as an Ontario Government Inspector. He was a member of Calvin Presbyterian Church in Kitchener. He also served on several committees and belonged to many clubs and organizations including; Grand River Lodge, Kitchener Chapter of Royal Arch Masons, Waterloo County Shrine Club, Vallette Preceptory (Knights Templar), Conestoga Conclave, Air Force Association of Canada, The 404 K-W Wing R.C.A.F.A., National Prisoners of War Association, and the Royal Canadian Legion, Waterloo Branch No. 530.

His wife, Doris, sadly died in 2001 and on Monday, April 23, 2007, in his 88th year, Cecil passed away, peacefully, at Trinity Village Care Centre, in Kitchener.

His funeral service was held at the Westmount Funeral Chapel, 1001 Ottawa St. S., Kitchener (at Westmount Rd.) on Friday, April 27, 2007 at 11 a.m. with Rev. Mark Gedcke officiating. A private cremation and burial followed at Williamsburg Cemetery, Kitchener.

(5) Fl/Sgt. Arthur Reginald (Joe) Burton was born on 14 October 1910 at Stamford, Lincolnshire the son of John Robert Burton (a Painter and Paperhanger) and Martha Burton née Peck. He had three siblings: William Cecil Burton born 1900, Harry John Sanger Burton (1903-1993) and Walter Leslie Burton (1906-1976)

In 1938 he married Winifred M. Griffin (born 1913) at Stamford and in 1939 they lived at 46 Queen's Street Stamford. At that time Arthur was a Co-op Society Grocery Mobile Shop Manager (HGV Driver) and also an ARP Ambulance Driver.

He enlisted in the RAFVR on 4 March 1941

In his Liberation Statement of 26 May 1945, he gave his address as 5 Belton Street, Stamford, Lincs. (This was the Burton family's address in the 1921 Census)

Arthur Reginald Burton died at Peterborough, Cambridgeshire in 2007 at the age of 97.

(6) Fl/Sgt. William (Bill) Worthington was born on 7 March 1922 at Bolton, Lancashire, the son of William Worthington and Margaret Worthington née Rees. He had 8 siblings: Evan Worthington (1914-1997), Lavinia Worthington born 1915, Amelia Worthington born 1919, Alfred Worthington born 1920, Doris Worthington born 1925, Alan Worthington born 1927, Margaret worthington born 1929 and Audrey Worthington born 1935

In 1939 the family lived at 36 Bamber Street Bolton at which time William Worthington (senior) was a Shell Filler at the Royal Ordnance Factory at Chorley and William Worthington (junior) was a Scutcher Tenter (Linen Manufacture)

According to his Liberation Questionnaire of 17 May 1945 William Worthington junior enlisted in the RAFVR on 12 February 1943. This would seem unlikely being just 8 months prior to being shot down, thus the year should probably be 1942.

He probably married Emily J. Ashton (Marriage registered at Bolton September quarter 1943). His address in 1945 is recorded in his Liberation Questionnaire as 4 Viking Street, Bolton and his occupation as a Stripper and Grinder (Textiles).

William Worthington died on 2 December 1991 aged 69 and was cremated on 9 December 1991.

His address at the time of death was recorded as Pleasant View Cottage, Broadhead Road, Edgworth, Bolton. He was retired.

(7) W/O. Walter Joseph (Mac/Wally) McCarthy was born on 16 April 1923 at Booval, Ipswich, Queensland, Australia, the son of Leo Gregory McCarthy (a Railway Employee) and Margaret Mary McCarthy née Weatherley. His mother sadly died aged 46 in 1935. His father later married Alison Annie McKenzie in 1942. Walter McCarthy had 7 siblings: Mary Margaret (May) McCarthy (1909–2003), Sylvia Madge McCarthy (1911-1912) John Gregory McCarthy born 1912, Patrick Keith McCarthy born 1916, Thomas James McCarthy born 1918, Kevin Michael McCarthy (1921-2008) and Leo Lawrence McCarthy (1926-1995) and 4 half siblings: Allison May McCarthy (1942–2002), James Brian McCarthy, Faye McCarthy and Ian McCarthy

He was educated at Christian Brothers College, Ipswich from 3 February 1937 to September 1938 and Night School at Ipswich Technical College for 6 months in 1939.

After leaving school until enlisting he was employed as a Labourer at Hudson and Sons Pottery Dunmore. He played Football, Tennis and Cricket

When he enlisted at Brisbane, Queensland on 20 June 1942 he was 5'6" tall weighing 124 lbs with a medium complexion, blue eyes and black hair. At the time of enlistment Walter lived with his parents at 15 Sloman Street, Booval, Queensland.

After training at 3 Initial Training School at RAAF Sandgate, Brisbane, 3 Initial Training School at RAAF Kingaroy, Queensland, 3 Wireless and Gunnery School at RAAF Maryborough, Queensland and 1 Bombing and Gunnery School at RAAF Evans Head, New South Wales he was awarded his Air Gunner Badge and promoted to Sergeant on 4 February 1943.

Posted to 1 Embarkation Depot RAAF Ascot Vale, Melbourne, Victoria on 26 February 1943 he embarked for the UK on 6 March 1943. On arrival in the UK on 18 April, he was posted to 11 (RAAF) Personnel Dispatch and Reception Centre at Bournemouth and on 4 May to 16 Operational Training Unit at RAF Upper Heyford, Oxfordshire for night bomber training on Wellingtons.

Promoted to Flight Sergeant on 4 August, the following day he was posted to

1654 Conversion Unit at RAF Wigsley, Nottinghamshire.

On 22 September he was posted to 207 Squadron at RAF Langar, Nottinghamshire. The Squadron relocated to RAF Spilsby in Lincolnshire on 12 October 1943.

He flew his only operation on 18 October 1943 and after crashing was captured and spent the rest of the war as a prisoner at Stalag IVB at Mühlberg Elbe and where, on 4 August 1944 he was promoted to Warrant Officer.

Liberated by the Russian Army in April 1945 he was finally released on 7 May and by 18 May was safely back in the UK at 11 Personnel Dispatch and Reception Centre at Brighton when he completed a Liberation Questionnaire.

He embarked for Australia on 8 August and disembarking at Sydney on 9 September where he was posted to Bradfield Park.

Posted to 3 Military Rehabilitation Unit at Southport, Queensland, he was hospitalised from 5 to 21 October.

He was discharged from the RAAF at 3 Personnel Depot at RAAF Sandgate, Brisbane on 29 October 1945, He gave his address on discharge as 69 Station Road, Booval.

He married Margaret McCarthy [Philpot?] date unknown. They went on to have a son and a daughter.

Walter Joseph McCarthy died aged 89 on 7 August 2012 at Childers, Bundaberg Region, Queensland, Australia and was buried at Childers Lawn Cemetery. Plot: Lawn Section 1 - Row Q Grave No: Q2

(8) Major Friedrich-Karl Müller was born on 4 December 1911 at Sulzbach in the Saarbrücken, district of Germany. He learned to fly in the 1930s and became a pilot with the German airline Deutsche Lufthansa.

On the outbreak of war he became a transport pilot flying Junkers Ju52. In 1940 he was promoted to Leutnant and became an instructor at Blindflugschule 4 and later at Blindflugschule 7. In December 1942 he moved to I. Gruppe of Kampfgeschwader 50 as Technical Officer, the unit being equipped with Heinkel He177 heavy bombers.

In 1943 he joined the experimental Wilde Sau single-engine night fighting unit.

By November 1943, Müller was Staffelkapitän of 1. Staffel of JG 300 and had 19 night victories to his credit. In January 1944, Müller was appointed Gruppenkommandeur of 1. Staffel of Nachtjagdgruppe 10 (NJGr 10—10th Night Fighter Group) and was charged with evaluating all aspects of technical and tactical experimentation concerning single-engined night fighting, especially countering operations by the RAF's Mosquito fast bomber. Hauptmann Müller was awarded the Knight's Cross of the Iron Cross (Ritterkreuz des Eisernen Kreuzes) on 27 July 1944 for 23 victories.

On 26 August 1944 he was appointed commander of I. Gruppe of Nachtjagdgeschwader 11 continuing to fly against the RAF night bomber streams. From late 1944 into 1945, he flew numerous nocturnal ground attack missions against Allied railway targets and supply columns. His last known victories were both on 21 February 1945.

He was one of the leading single-seat night fighter aces with 30 night victories (and three unconfirmed) claimed in 52 combat missions.

Awards

Eisernes Kreuz (Iron Cross) Class 1 & 2

Wound Badge

Transport & Night Fighter Operational Clasp in Bronze

Ehrenpokal der Luftwaffe (Honour Goblet of the Luftwaffe) on 13 December 1943 as Hauptmann and pilot.

Deutsches Kreuz in Gold (The German Cross in Gold) on 26 November 1943 as Hauptmann in the Stab/Jagdgeschwader 300.

Ritterkreuz des Eisernen Kreuzes (Knight's Cross of the Iron Cross) on 27 July 1944 as Hauptmann and Staffelkapitän of the 1./Nachtjagdgruppe 10.

After the war he returned to flying for Lufthansa until his retirement about 1970.

He died on 2 November 1987 aged 75

BURIAL DETAILS, MEMORIALS AND EPITAPHS

None, they all survived the war.

Researched by Aircrew Remembered research editor Roy Wilcock and Canadian aviation researcher Dave Champion for all the relatives and friends of the members of this crew - January 2025

With thanks to the sources quoted below.

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