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Navigator on Lancaster AJ-Z 'Dambuster' raid 16/17th May 1943
There are not many people in the western world who have not heard of the exploits of ‘The Dambusters’, which has gone down as one of the greatest feats of the RAF in WW2. A mission (codenamed Operation Chastise) undertaken by 19 well trained Lancaster crews in May 1942 to bomb the great dams situated in the Rhur of Germany. Of the 133 men that took off from RAF Scampton in these Lancaster crews, 53 were killed in action and another 3 taken prisoners of war. Of the 19 Navigators that skilfully guided the aircraft to the target, six were from the Royal Canadian Air Force, Robert Alexander Urquhart was one of these, and this is his story:-
Born on the 2nd August 1919 at Moose Jaw, Saskatchewan, Canada, to Alexander James( an accountant with The Canadian Pacific Railway) and Susie Grace Urquhart (nee Rollins). He had one brother William, (who joined the Navy) and two sisters (since married - Mrs Albert Latham and Mrs James Livingstone). The family lived at 1034 Connaught Avenue, Moose Jaw, and Robert attended the King George Public School in 5th Avenue, NW, at 6 years of age, staying there until he was 14yrs. In 1933 he attended the Moose Jaw Collegiate Institute, leaving after one year to enrol at the Moose Jaw Technical High School at Ross Street East, on a four year drafting course. During this education he took part extensively in baseball, rugby, hockey and various track events, also becoming proficient in first aid and photography.
By 1937 he had completed this course and took a six month job as a call boy for crews on the Canadian Pacific Railway (obviously helped by his father being an employee). Embarking on a new career, he enrolled on a course of jewellery engraving, working for Eilers Jewellery Store in Moose Jaw. This lasted for two years before he changed careers again, and moved to Vancouver, British Colombia. He became the stock manager/buyer for The Aristocratic Hamburger Company, in West Broadway, Kitsilano, Vancouver.
By this time in Europe, Holland and Belgium had been overrun, and it was now the turn of France to face the German onslaught. Great Britain was also being threatened and it called upon the citizens of the Commonwealth and its Dominions to help in the fight.
Urquhart was living at 550 West 12th Street Vancouver, when he applied by letter on the 21st May 1940, to join the RCAF. This was quickly followed up by completing his attestation papers at the RCAF Recruiting Centre in Vancouver on the 19th June.
He was obviously keen to get into uniform because he then volunteered to enrol as a private with the 2nd Battalion Canadian Seaforth Regiment, under the Non Permanent Active Militia whilst waiting for an answer from the RCAF.
His personal description on the enrolment form was given as 5’6 in height, weighing 149lbs, having hazel eyes and dark brown hair.
He ended up only completing one month with the Seaforth’s before learning that he had been accepted by the RCAF to train as a Pilot/Observer.
He finally signed up on the 9th January 1941 with the rank of AC2, and was posted to No. 2 Manning Depot at Brandon, Manitoba. As is usual in the services, he quickly acquired a nickname of ‘Turk’, which remained with him throughout his career.
On the 10th April he was sent to No2 Initial Training School at Regina, Saskatchewan, staying for just over a month before being sent to No. 2 Elementary Flying Training School at Fort William, being promoted to LAC on 29th May.
He took his first flight in a single- engined aircraft on the 1st June 1941, which lasted for 45 minutes. After another nine hours twenty minutes flying time, he was re- graded as an Air Observer on the 1st July.
On the 4th August he was sent to No. 6 Air Observer School at Prince Albert Saskatchewan, and enrolled as a navigation student on Course 30 flying in Ansons. The flying exercises lasted about 3hrs each day and at the end of the course on the 26th October 1941, he had amassed 66hrs 25mins during the day and 13hrs 35mins flying at night, gaining 831 marks out of a possible1000 in all subjects.
On the 27th October, he was posted to No. 5 Bombing and Gunnery Course at Dafoe near Quill Lake in Saskatchewan, flying in Battle aircraft, acting the role of either Air Bomber or Air Gunner. At the conclusion of the course on the 6th December 1941, he passed out with 76.3% in bombing and 75.5% in gunnery, and a total flying time of 109hrs, gaining his Observer Brevet.
On the 7th December, he was posted to No. 1 Air Navigation School at Rivers Manitoba, having been promoted to Temporary Sergeant, enrolling on Course 30B (Air Observers Advanced Navigation Course), again flying in Ansons.
He passed out on January 5th 1942, with a final mark of 72.2%,( total night and day flying time of 140hrs), being promoted to Pilot Officer on the same day.
Urquhart was sent to the RCAF Depot at Halifax on the 7th January whilst awaiting his posting. Two months later he arrived in the UK enrolling on the No 2 (Air Observers) Advanced Flying Unit at Cumberland, on the 24th April 1942.
On the 19th May he was posted to No. 14. OTU at Cottesmore, Rutland, flying Ansons and Hampden aircraft as 1st Navigator, and Bomb Aimer. One of the pilots he flew with on the 11th August being P/O. Joe McCarthy from the USA, who would also take part in the Dambuster Raid.
Left: Joe McCarthy
After two months of various training exercises he flew his first ‘Op’ as Navigator in Hampden 1353 to Dusseldorf on the 31st July, a round trip of 4 hrs with a total of 630 aircraft taking part. Twenty nine aircraft failed to return (4.6% of those dispatched). On the 14th August his abilities as a Navigator were assessed, when he was found to be, ‘Above Average’.
50 Squadron
On the 24th August, Urquhart was posted to ‘A’ Flight of No. 50 Squadron at Swinderby, flying Lancasters, a crack squadron in 5 Group, with Sq/Ldr. Moore as his pilot. Their first ‘op’ together, just four days later, consisted of an eight hour round trip to Nuremberg.
159 aircraft took part in the attack, with a 14.5% loss rate, most of the bombs falling short of the main target.
With reference to his logbook and the squadron ORB’s, Urquhart took part in the following operations with the squadron:-
2nd September 1942. Karlsruhe: with 200 aircraft taking part, bombing at a height of 8000ft, this time with only a loss rate of 4% of the force.
4th September 1942. Bremen: when 251 aircraft bombed the city from a height of 9000ft, destroying the Weser Aircraft Factory and the Atlas Shipyard as well as over 460 private houses, 4.8% of the force failed to return
8th September 1942. Frankfurt: when 249 aircraft of five types bombed the city from 10,000ft, only six aircraft finding the target, most of the bombs falling on Russelsheim, some 15 miles away.
0th September 1942. Dusseldorf: Lancaster W 4161 piloted by Sq/Ldr. Moore took his crew on this mission bombing from 10,000ft along with 478 other crews. This was a very successful mission, but with a high loss rate of 7.1%. Thirty nine industrial firms were destroyed along with 8 public buildings and 911 private houses, with 132 persons killed.
October 5th 1942. Aachen: this was not a successful operation mainly due to thunderstorms and bad weather over German affecting the navigation which meant Sq/Ldr. Moore and his crew were late on target,
6th October 1942. Osnabruck: this was better, due to the Pathfinders succeeding in illuminating the Dummer See, a large lake north-east of the target. The Bomb Aimer Sgt. Clarke, spotting a built up area which he pointed out to Sq/Ldr. Moore.
13th October 1942. Kiel: The ORB’s for this operation noted:- P/O. Urquhart excelled in his navigational skills finding the target using Loop Bearings and Dead Reckoning, even though the night was very dark with ground haze, and decoy fires were lit by the defences. Only 2.8% losses occurred on this operation.
17th October 1942. Le Creusot: (Schneider Factory) This famous raid was carried out in daylight at low level to bomb a factory equivalent to Krupps, believing it to be producing tanks, armoured cars, and heavy guns. 94 Lancasters set out at midday led by W/C Slee of 49 Squadron without any fighter escort, crossing the coast between La Rochelle and St Nazaire. 140 tons were dropped from a height of 2500ft; unfortunately most of them didn’t hit the intended target, but only one aircraft from 61 Squadron being lost, having bombed the power station at very low level. This was a round flight of over ten hours.
22nd October 1942. Genoa: 112 Lancaster’s were despatched to recommence the campaign against Italy dropping 180tons in the city centre, resulting in many old buildings being destroyed along with 39 dead and 200 injured. A note in the ORB’s state, ‘ the navigation by F/O. Urquhart was excellent’. No aircraft were lost and the raid had a severe morale effect on the inhabitants.
24th October 1942. Milan: Eighty eight Lancasters of 5 Group took part in another risky daylight operation to Italy. 135 tons of bombs fell in 18 minutes killing 171 with 441 houses being destroyed or damaged, including the Caproni Aircraft Factory. 4 Lancasters were lost.
6th November 1942. Genoa: 72 Lancasters attacked the city, most bombs falling in the residential area. Sq/Ldr. Moore arrived at the target early and had to wait for the Pathfinders to illuminate the target .2 Lancasters were lost, one of them seen to be shot down close to Urquhart’s aircraft.
7th November 1942. Genoa:175 aircraft attacked the city in a well concentrated raid. Urquhart’s aircraft R5687 was hit in one of the engines and damage suffered in the bomb bay. They crossed the Alps on only three engines.
15th November 1942. Genoa: 78 aircraft took part in another successful operation with accurate bombing and no aircraft lost, but Urquhart’s logbook shows that the Lancaster R5687 they were flying was again hit by flak in the bomb bay, causing them to land at Waddington.
22nd November 1942. Stuttgart: Lancaster 4135 did not complete this operation due to one of the gun turrets not functioning.
17th December 1942. Soltau: 27 Lancasters of 5 Group were detailed to attack 8 small German towns. Urquhart joined a new crew in Lancaster W 4380 which was piloted on this raid by Sq/Ldr. Birch (later C/O of 50 Squadron) with F/O. R.D Trevor-Roper (A/G to Gibson on Dams Raid) as one of the Air Gunners. They attacked the primary target at 1500ft, the bombs being seen to burst along the marshalling yards and station.
On their way home light flak batteries opened up on them, and they were attacked by a Ju 88 from underneath, (Wild Boar Squadron) which caused extensive damage to the bomb bay and putting one of the engines out of action. Urquhart was injured by the flak but continued to navigate with accuracy. Whilst landing they also found out that damage had occurred to the brake system, causing them to overshoot the runway. Urquhart notes in his log-book,’ the Lancaster had over 100 holes in the fuselage some as big as ‘Bofor’ shells’.
In the New Year, Urquhart teamed up with another new crew, headed by the 21 year old pilot, Flight Lieutenant Henry (Hank) Maudslay, son of a rich West Country family who was educated at Eton and a fine athlete, he had been awarded the DFC a year earlier whilst attached to 44 Squadron. Urquhart would stay with this crew until that fateful night of 16/17th May 1943, when they were shot down on the Dams Raid.Left: Fl/Lt. Hank Maudslay
21st January 1943. Essen: 79 Lancasters and 4 Mosquitos encountered 10/10th cloud and bombs were dropped blindly on the estimated position of the target. 4 Lancasters were lost. Urquhart’s aircraft circled around for 30 minutes hoping to spot the Pathfinder flares, whilst doing so the rear turrent and port wing were damaged by flak.
27th January 1943. Dusseldorf: 162 aircraft attacked the city with a 3.7% loss rate. This was the first occasion that the Pathfinders used Oboe equipped Mosquitos to carry out ‘ground marking’ which was much more accurate than the ‘sky markers’. Bombing was well concentrated in the southern part of the city. . Urquharts Lancaster ED 475 suffered further flak damage in both wings.
30th January 1943. Hamburg: 148 aircraft attacked with good visibility, but most of the 315 tons of bombs fell short around the dock area. 3.1% of the attacking aircraft were lost.
2nd February 1943. Cologne: 161 aircraft took part this night with a 3.1% loss rate. Damage was caused right across the city, and the Butzweiler Hof airfield was badly damaged by 6 4000lb bombs. Fl/Lt. Maudslay dropped his bomb load from 19000ft, the rear gunner reporting that all his guns were frozen up.
4th February 1943. Turin: 188 aircraft attacked the city causing serious and widespread damage. Fl/Lt. Maudslay released his bombs at 8000ft over two large chimneys just north of the aiming point, causing extensive fires.
11th February 1943. Wilhelmshaven: This was an important and successful raid, carried out by 177 aircraft from a height of 13000ft, with only a 1.7% loss rate. Crews could see a large orange explosion on the ground, the glow which lasted for over 10 minutes, this being the naval ammunition depot at Mariensiel being destroyed. Moderate flak was encountered over the target.
13th February 1943. Lorient: 466 aircraft dropped over 1000 tons of bombs and carried out Bomber Command’s heaviest attack on Lorient during the war. 1.5% loss rate. Fl/Lt. Maudslay dropped his bombs from a height of 6000ft and the rear gunner reported that he had put out a searchlight with just three short bursts on the route home.
14th February 1943. Milan: 142 Lancasters from 1 5 and 8 Groups carried out this successful raid, where fires could be seen 100 miles away, only two Lancasters were lost.
3rd March 1943. Hamburg: 417 aircraft took part and the Pathfinders had trouble marking the target, thinking the mud banks of the Elbe which had been uncovered, were in fact Hamburg Docks. Most of the Main Force bombing fell downstream some 13 miles from the centre of the city.
9th March 1943. Munich: 264 aircraft took part with a 3% loss rate, but much damage was caused with heavy fires. The BMW factory with its aero-engine assembly shop was out of action for 6 weeks after this raid, along with 294 military buildings including the Flak Brigade HQ.
12th March 1943. Essen: 457 aircraft attacked the city assisted by very successful Oboe marking by the Mosquitos of the Pathfinders. The Krupps Factory receiving 30% more damage than on the raid of 5/6th March. Estimates state that up to 150 searchlights were in operation trying to ‘cone’ the attacking aircraft, along with some heavy flak and fighters on the way home.
22nd March 1943. St Nazaire: 357 aircraft made an accurate and successful attack on the port area from 11000ft.
This was to be the 28th operational mission undertaken by F/O. Urquhart with a total flying time of 497 hours, 182 of these on operations.
By this time, the crew had had also completed many Night Flying Exercises which included low flying, this vast operational experience obviously helped Flight Lieutenant Maudslay being selected by W/C Guy Gibson for his new ‘X ‘ Squadron at Scampton.Right: W/Cdr. Guy Penrose Gibson
When they heard the news, the whole crew volunteered to go with him, even though they were due a rest having completed a ‘tour’. The officer commanding 50 Squadron, W/C Peter Birch, endorsed Urquhart’s log-book.
’One of this squadron’s most exceptional Navigators. Keen and efficient.’
617 SquadronFl/Lt. Maudslay and his crew were posted to Scampton on the 25th March 1943 to join the newly formed 617 Squadron, and no time was lost resting. This was a crack squadron newly formed on the 20th March with a specific task to destroy the great dams of the Ruhr, using a ‘bouncing bomb’ invented by Dr Barnes Wallis. The full details of the ‘Upkeep’ bouncing bomb remaining a secret until 1963.
By the 27th March some 700 personnel including ground staff had been posted to RAF Scampton.
‘Hank’ Maudslay was immediately promoted to Squadron Leader and became ‘B Flight Commander’. Gibson hand- picked him both for his excellence as a pilot, and his leadership skills, he would play a prominent role in the training of the air- crews for Operation Chastise. Urquhart would eventually become the ‘Flight Navigator for B Flight’.
The crew’s first flight was on the 31st March, in Lancaster LM309 WS-X (borrowed from 9 Squadron) being an exercise across country during daylight at 240mph for 3 hrs, mostly at 500 ft, dropping down at times to 100ft. None of the crews were told the purpose of this low flying, just that they had to get it perfect, and by the end of the week some 240 bombs had been dropped, with an error margin of only 40 yards. On April 3rd they flew in Lancaster ED735 AJ-R across country at 500ft again dropping down to 100ft on a bombing run-in at 240mph. All the crews had great difficulty in getting and maintaining the correct height. This critical problem was solved by Mr Ben Lockspeiser, the Director of Scientific Research at the Ministry of Aircraft Production.
April 4th would see Maudslay and Urquhart flying Lancaster W 4296 AJ-Z to Farnborough where they stayed until the 9th whilst modifications were undertaken to the Lancaster which included the fitting of two Aldis lamps. One located in the front camera slot by the Bomb Aimers position, the second fitted in the rear of the bomb- bay.
The beams were adjusted to form a figure of eight (two touching circles) at the required height, and could be seen just forward of the leading edge of the starboard wing. The navigator could clearly see these rays of light through the Perspex blister on the starboard side, and could advise the pilot to adjust his height.
On their return, Maudslay and Urquhart made two test runs across the aerodrome using the new ‘Spotlight Altimeter Calibrator’ and during the same evening at Skegness and in the Wash, which showed they could successfully keep to the required height.
Two days later, the crew were flying a four and half hour cross country exercise during daylight hours at a height of 100ft, flying at 220mph, testing the new equipment. During this exercise Urquhart was also training with the Gee navigational aid.
On the 13th April the crew changed aircraft to Lancaster AJ-X, carrying out a daylight exercise lasting for two and a quarter hours, flying from their base to Northampton and Cambridge, bombing at low level of 100ft at Wainfleet. This was followed by a night time exercise lasting just under five hours.
On the 15th April the crew flew in Lancaster AJ-N on another night exercise lasting four and a half hours.
On the 24th April the crew were back flying in Lancaster AJ-X in a daylight mission for just over an hour, Urquhart recording in his log-book that they flew across country at 800ft then dropped down to 60ft travelling at 220mph. (This was as a result of a conference held at Weybridge that day where Gibson agreed to the height of release of the ‘Upkeep’ bomb being lowered from 150 to 60ft.)
The unpleasant side-effect of continuous low-flying ie: airsickness would be experienced personally by the squadron medical officer F/O. Malcolm Arthurton who flew with the crew on this day!
By the end of April, Urquhart’s log shows a total of 285hrs 10 minutes daylight flying and 237hrs 15mins night time flying, the page being signed off by Sq/Ldr. Maudslay and W/C. Guy Gibson.
**The entries for April are the last written by Urquhart, the ones relating to May are in the hand of Fl/Lt. ‘Micky’ Martin who completed the log after the 17th May when Maudslay and his crew failed to return.617 Squadron crews had now flown over 1000hrs in training mostly at low level, with an average bombing error of just 39 yards. Because of the intensity of their training over the last month, each crew were then given three day’s leave in rotation over the next ten days.
Maudslay’s crew next flew together on the 4th May in AJ-P (Fl/Lt. Martin’s aircraft on the raid). This in fact would be the day that the 617 crews flew over the Eyebrook Reservoir at Corby where ‘Dummy Towers’ had been erected on top of the dam to simulate their real target in Germany.
The next day the crew flew in AJ-V (or AJ-R) across country for two and a half hours. On the 6th May the crew flew in AJ-V for just one and a quarter hours at night on a bombing and tactic exercise over the Eyebrook and Abberton Reservoirs. Maudsley flying so low on one exercise that he returned with branches stuck in his tail wheel after too steep a descent. Although not told, these exercises would simulate the actual attacks on the Mohne and Eder Dams.
On the 8th May Maudsley and his crew flew for only an hour whilst Sgt. Cottam, the Wireless Operator, conducted an R/T Test of the newly installed VHS Type TR 1143 radio set that had been installed for better air-to-air reception.
Left: Sgt. Alden Preston Cottam
On the 11th May, Sq/Ldr. Maudsley took off from base flying Lancaster AJ-X with an inert filled ‘Upkeep’ cylinder, which he dropped over the sea off Reculver for the first time. (The total weight of the ‘live’ bomb was 9250 pounds, consisting of 6600 pounds RDX charge and 2650 pounds of bomb casing etc).
This was another simulated attack where two towers had been erected on the promenade as the target, and the ‘Upkeep’ bombs eventually rolled up the beach. The next day, Maudsley and his crew, again flew down to Reculver to carry out a similar exercise. Unfortunately on this occasion, Maudslay flew below the required 60ft, and dropped his ‘Upkeep’ bomb too low, resulting in the tailplane of AJ-X being damaged extensively by the spray of the dropped bomb. * Dr John Sweetman in his book, ‘Operation Chastise’, quotes this day as the 13th May
This aircraft, ED933/G could not be repaired, despite the ground staff working for 24hrs over the next four days. This meant that only 19 aircraft were now available for the 21 crews taking part in Operation Chastise. Maudsley and his crew would fly a brand new Lancaster, ED937 ‘Z’ Zebra for the actual raid.On the 13th May, Sq/Ldr. Maudsley and his crew were flying in AJ-V on a similar exercise for three and a half hours.
For the fourth day in succession the crews flew down to Reculver for the last time, dropping their ‘Upkeep’ bombs, only 48 hours remaining before they would do it for real. All the crews then took part in a full dress rehearsal, which took place on Uppingham Lake, and Colchester Reservoir. Gibson noting in his own log-book, ‘completely successful’
Sq/Ldr. Maudslay and his crew flew in AJ-Z, again accompanied by the medical officer and his air-sickness tablets! F/O. Arthurton would recall later, ‘We took off at 2150hrs and flew for four hours. I have not the foggiest notion where we were, nor exactly what we were doing, except we were flying low’.
At 0900hrs on the 15th May, ACAS (Ops) sent a ‘most immediate - most secret’ message to High Wycombe. ‘Op. Chastise- Immediate attack of targets ‘X’ ‘Y’ ‘Z’ approved. Execute at first suitable opportunity’.
At 1800hrs W/Cdr. Gibson briefed the two flight commanders, Young and Maudsley, along with Hopgood and Hay revealing the purpose for all the training over the past months.
The next day, the 16th, the ground-crews prepared the nineteen aircraft for the night operation, checking the engines, loading ammunition and most importantly making sure the ‘Upkeep’ weapon was slung under the Lancaster’s correctly.
At 1800hrs the final briefing took place for the assembled air-crews, with AVM Cochrane and Wallis present, Gibson was seen standing in front of a large map who then announced, ‘Tonight you are going to attack the great dams in Germany’.
He then outlined the general plan of attack, with details of routes, call signs, code-words, weather conditions and ammunition loads.
By 2100hrs all the crews were at their respective stations aboard their aircraft and at 2128 the first aircraft AJ-E had lifted off from Scampton en route for Germany.Sq/Ldr. Maudslay and his crew took off at 2159hrs in AJ-Z (Zebra) in company with AJ-B and AJ-N, forming a V formation in company with the six other Lancaster’s led by Gibson in AJ-G, this was the ‘first wave’.
By 0056hrs, Gibson along with five other Lancaster’s, had destroyed the Mohne Dam (Target X) and he immediately sent Martin (AJ-P) and Maltby (AJ-J) home. Gibson then ordered the remaining Lancaster’s with ‘Upkeeps’ to follow him to the Eder Dam (Target Y).
This was the largest dam in Germany, being 139 feet high, 1310 feet long with a thickness of 19 feet at the top, 115 feet at the bottom, with a water capacity of 7100 million cubic metres.
It was believed that four associated hydro-electric power stations would be destroyed in the attack, along with serious flooding and damage to communications and industrial plants on the banks of the River Eder.
The dam was difficult to locate due to the similar looking wooded landscape and the early morning mist.
Due to the shape of the valley, the attackers would have to approach over Waldeck Castle positioned on top of a 1000feet peak, then dive down to the lake and swing sharp left, hop over a spit of land and quickly drop to 60 feet.
As soon as they had released the bomb they would then have to pull up steeply to avoid the high ground on the other side.
They would have no more than 5 seconds to line up the aircraft at 60 feet and release the bomb before it was too late. There was one bonus - no flak, the dam was defended only by two sentries, armed with rifles!.At 0130hrs, Shannon flying AJ-L was sent in to attack, after three attempts at lining up correctly he could not achieve the right angle or height and was told to take a breather whilst Maudslay was sent in to attack. He also had similar problems, and after two attempts Shannon was told to try again. It was third time lucky, at 0139hrs the bomb exploded right against the dam wall, sending a column of water 1000 ft into the air, but the dam held.
Maudslay then made his third attempt on the dam at 0145hrs, it was during this run that Gibson noticed something hanging down below the Lancaster, (which may have damaged the bomb release mechanism, caused from flak, whilst flying between the Scheldt and Rhine). Maudslay levelled out very fast, with Urquhart peering out of the cockpit watching the two spotlights flickering on the water, ordering his pilot lower.Right: P/O. Michael John David Fuller
Unfortunately, the bomb aimer, 23 year old P/O Mike Fuller, released the ‘Upkeep’ too late with a fateful effect.
Gibson would later recall, ‘It bounced and hit the parapet of the dam and exploded with a slow yellow, vivid flame which lit up the whole valley like daylight for just a few seconds’
A red Very light went up at the same time, indicating that the aircraft had cleared the dam, but the blast almost certainly caused damage to AJ-Z.
Gibson radioed Maudslay over the R/T, ‘Hello Z- Zebra are you all right’? There was no answer. He called again, and incredibly a faint voice was heard from Maudslay, ‘I think so – stand by’. Both Shannon and Knight claimed later they also heard it.
The Wireless Operator of AJ-Z, Sergeant Allan Cottam, sent a coded message at 0157hrs, ‘Goner 28 B’ (mine released, overshot dam, no apparent breach). This was the last message sent from Z - ‘Zebra’.
Gibson called in Les Knight flying AJ-N with the last remaining ‘Upkeep’. He made one dummy run to get the feel of it, before making his final attack. F/O Ed Johnson, the Bomb Aimer released the bomb spot on, it bounced three times before hitting the centre of the dam, causing a breach with a torrent of water bursting through. In Shannon’s aircraft, the rear gunner Sgt Buckly had a good view and yelled over the intercom, ‘It’s gone’!
Gibsons Radio Operator, Flt Lt Hutchinson signalled at 1.54 hrs the call-sign ‘Dinghy’ meaning the Eder had been breached. Over 4,272 million cubic feet of water was lost from the Eder, with a combined loss of life from all the breached dams exceeding 1200,along with 125 factories destroyed and 3000 homes ruined.
Sometime around 0230hrs Maudslay was still struggling with the crippled Lancaster AJ-Z, as it was nearing Emmerich (an oil refinery centre), when it was spotted by the light anti-aircraft post. Although they had strict orders not to fire on hostile aircraft (so as not to give away the town’s location) they couldn’t resist opening up their guns on a British bomber that was flying low and damaged. Luftwaffe records show that the aircraft was hit at 0236hrs, and went down, crashing three to five kilometres south- east of Emmerich at a place called Klein-Netterden, just 2km inside the German border. There were no survivors.
It had taken Maudslay 50 minutes to fly the 140 miles from the Eder Dam, probably because of the heavy damage sustained to the aircraft over the target.
The German authorities recovered their bodies and buried them in Dusseldorf, but on the 2nd September 1948 their remains were re-interred in the Reichswald Forest War Cemetery, by the Commonwealth War Graves Commission.Robert Urquhart is buried in a joint grave (5B 16-18) with P/O Fuller (Bomb Aimer) and F/O Tytherleigh (Mid-Upper Gunner).
The graves of S/LMaudslay (Pilot), W/O Cottam (Wireless Operator), Sgt Marriott (Flight Engineer), and Sgt Burrows (Rear Gunner), are located behind them in Graves 5C 1 – 4.
Urquhart’s Observer flying log-book for the entries in May have all been endorsed in the hand of Flight Lieutenant HB ‘Micky’ Martin OC ‘B’ Flight, the final entry reading:- ‘Ops- Eder Dam - Missing’:-
This was also signed off by Sq/Ldr. DJH Maltby 617 Squadron (on behalf of the Wing Commander). Curiously, the log-book of Sgt Brennan, the Flight Engineer on AJ-M, (now in the archives at RAF Museum Hendon), is also filled out in the same manner. W/C. Guy Gibson wrote a letter to Urquhart’s mother on the 20th May (as he did to all the other missing crew’s relatives) still giving her hope that he may have baled out and was perhaps a prisoner of war. By the 3rd August that year however, the RCAF had officially recognised that the crew were killed in action, with the registration of
Urquhart’s death by the authorities in British Columbia being completed on the 30th October 1943.On the 20th July 1945, the London Gazette announced that Flying Officer Robert Alexander Urquhart had been awarded the Distinguished Flying Cross, the entry stating that ‘with effect from 15th May 1943’ His recommendation stating:-
'This officer was posted to this squadron w.e.f.23.9.42 and has carried out 28 sorties and 182.15 hours operational flying. At all times his navigation has been superb and the success of his crew is due in no small measure to his skill. On the 17.10.42, he took part in the daylight raids on Le Creusot and Milan, and at other times on heavily fortified German cities. While on a low- level raid to Soltau he was injured by flak, but continued to navigate with accuracy. At all times he has shown a marked keenness for operations and has set a high standard among other navigators of this squadron. For his skill, determination and success on operations, I consider he is worthy of the non-immediate award of the Distinguished Flying Cross'.In fact the recommendation had been made originally on the 20th March 1943 by the Commanding Officer of 50 Squadron, and endorsed by AVM Cochrane on the 4th May 1943. Unfortunately due to the exigencies of war, the paperwork was ‘lost’ in the corridors of officialdom until the closing stages of the war.
The Canadian Minister of National Defence for Air wrote to Mr and Mrs Urquhart on the 30th July 1945, apologising for the delay in the award and enclosed his ‘Operational Tour Wing’ and certificate.
His Distinguished Flying Cross was forwarded to his mother by registered mail on the 7th November 1949, along with the Canadian War Memorial Cross. He was also entitled to the 1939-45 Star, the Air Crew Europe Star, Defence Medal, the Canadian Volunteer Service Medal with clasp, and the War Medal 1939 - 45.
On the 11th June 1948, Wing Commander Dicks wrote on behalf of The Chief of the Air Staff RCAF, to Mrs Urquhart enclosing his Observers Flying Log-book for her to keep. It remained with her until a few years ago, when Mr Ron Penhall, the well known Canadian medal collector, found it in a military book store in Vancouver, Canada. It was sold in London on September 22nd 2006 at Dix Noonan and Webb Auctions.
With grateful thanks to the following for their help in compiling this research:-
Richard Dowson of Moose Jaw, Mr Ron Penhall. Lawrence Richer - Canadian Library and Archives. Cynthia Ford – Veterans Affairs Canada. Mr Gordon Leith - Head of Research/ Library, RAF Museum Hendon. Mr Robert Owen - Official Historian 617 Squadron Association. Ken Dalgarno - Moose Jaw Public Library. Julie Somay – Commonwealth War Graves Commission. Richard Howman – British War Memorial Project.. Nanton Lancaster Museum, Nanton, Canada. Principal Bob Symenuk - Albert E Peacock Collegiate, Moose Jaw. Principal W Milligan – King George School, Moose Jaw. Mr Pete Smith – Collector/Researcher on Dambusters. Mr David Layne – for his photograph of F/O Tytherleigh at 50 Squadron. Loretta Wenaus – member of the public in Moose Jaw. Sandra Langford - member of the public in Moose Jaw. Mr Doug Chisholm – co-author of ‘Age Shall Not Weary Them’. Dr John Sweetman – author ‘Operation Chastise’ and ‘ The Dambusters’. Paul Brickhill – author ‘The Dambusters’. Alan Cooper - author ‘The Men Who Breached The Dams’. Helmuth Euler – author ‘The Dams Raid Through The Lens’. Kevin Wilson – author ‘Bomber Boys’. Martin Middlebrook and Chris Everitt – co-authors ‘ Bomber Command War Diaries’ Mr David Erskine-Hill – auctioneer, Dix Noonan Webb, London. Mr Paul Baillie – Military Researcher
Not Forgetting the Very Valuable Help from the five remaining veterans who took part in the raid and wrote to me:-
Les Munro - Pilot of Lancaster AJ-W / Frederick Sutherland - Front Gunner of Lancaster AJ-N / Grant Mc Donald - Rear Gunner of Lancaster AJ-F / George Johnson - Bomb Aimer of Lancaster AJ-T / Raymond Grayston - Flight Engineer of Lancaster AJ-N
Article written by Simon Muggleton for Aircrew Remembered November 2022. Please respect his copyright.
Pilot : Henry Eric Maudslay DFC. 62275 RAFVR Age 21. Born on the 21st July 1921 at 1 Vicarage Road, Leamington Spa. Educated at Beaudesert School and Eton College. Son of Reginald Walter and Susan Gwendolen Maudslay, of Broadway, Worcestershire. Reichswald Forest War Cemetery. Grave 5.C.3. Epitaph: 'He Died Gloriously In The Breaching Of The Eder Dam'.
Flight Engineer: Sgt. John Marriott DFM. 1003474 RAFVR Age 23. Born on the 19th January 1920 in Derbyshire. Son of Thomas Henry and Lois Marriott, of Chinley, Cheshire, England. Reichswald Forest War Cemetery. Grave 5.C.4.
Navigator: F/O. Robert Alexander Urquhart DFC. J/9763 RCAF Age 23. Born on the 02nd August 1919 in Moose Jaw, Saskatchewan, Canada. Son of Alexander James Urquhart (died 25th March 1956, age 73) and Susan Grace Urquhart (née Rollins - died 22nd April 1965, age 85) of British Columbia, Canada. Reichswald Forest War Cemetery. Collective grave 5.B.16-18.
Air Bomber: P/O. Michael John David Fuller 143760 RAFVR Age 23. Born in 1920 at West Wickham. Son of Reginald Edward and Frances Elizabeth Fuller, of West Wickham, Kent. Reichswald Forest War Cemetery. Collective grave 5.B.16-18. Epitaph: 'We Have Gained A Peace, Unshaken By Pain For Ever'.
Wireless Operator/Air Gunner: W/O. Alden Preston Cottam R/93558 RCAF Age 30. Born on the 09th August 1912 in Edmonton, Alberta, Canada. Son of Edwin Arthur Cottam (died 1951, age 73) and Margaret Alice Cottam (née English - died 1951, age 73) of Jasper Park, Alberta, Canada. Reichswald Forest War Cemetery. Grave 5.C.1. Epitaph: 'He Gave His Life That We Might Live. Ever In Our Thoughts. Mum, Dad And Sisters'.
Air Gunner: F/O. William John Tytherleigh DFC. 120851 RAFVR Age 21. Born in 1922 in Hove, Brighton. Son of A. P. and Julia Tytherleigh, of Hove, Sussex. Reichswald Forest War Cemetery. Collective grave 5.B.16-18. Epitaph: 'Good Night Son, God Bless. We Shall See You In The Morning'.
Air Gunner: Sgt. Norman Rupert Burrows 1503094 RAFVR Age 29. Born on the 31st August 1914 in Toxteth, Liverpool, Merseyside, England Son of Norman and Jane Burrows. Reichswald Forest War Cemetery. Grave 5.C.2.
SM/KTY 03-11-2022
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