Category Archives: Photo

RAF Zeals – 1944 Aerial Photograph found

On 04/v/44, 488(NZ) Squadron moved from RAF Bradwell Bay to RAF Zeals.

This move was covered in earlier posts, but I have just found an aerial photo of RAF Zeals dating from March 1944, only weeks before 488(NZ) Squadron arrived.

As a reminder, RAF Zeals is at Grid Reference ST 78018 32945, between the villages of Stourton and Mere, just off the A303. The photograph below shows how the airfield looked on 24/iv/44.

You can see the issues that 488(NZ) Squadron faced with the airfield – no proper runway, just a grass track. In his account of his D Day Patrol, Broody described the state of the airfield at Zeals:

“Zeals was a not too satisfactory grass airfield, close to Mere. One of its less attractive features was a roadway running across the main “runway” (i.e. the path outlined in the grass by runway lighting) which was showing a tendency to break up and throw pieces of debris at the tails of the aircraft. On taking off in a westerly direction, it was necessary to climb fairly hard to clear a ridge, which was succeeded by a valley, notorious for down-draughts, before another and higher ridge”

Aerial photograph of Zeals airfield looking south east, the control tower, technical site and blister hangars are at the top, 24 March 1944. Photograph taken by No. 544 Squadron, sortie number RAF/NLA/80. English Heritage (RAF Photography).

Aerial photograph of Zeals airfield looking south east, the control tower, technical site and blister hangars are at the top, 24 March 1944. Photograph taken by No. 544 Squadron, sortie number RAF/NLA/80. (Image Source – IWM / English Heritage – Original image at – http://www.americanairmuseum.com/media/6185)

Not much remains of the airfield today – it has returned to agricultural use – apart from the old control tower which has been converted into a private residence.

The site of RAF Zeals as it looks today. (Image from Google Earth)

The site of RAF Zeals as it looks today. (Image from Google Earth)

Please note that as the 1944 image was taken from an almost southerly aspect, I have also rotated the Google Earth image for better comparison.

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The End

Although Broody remained with 488(NZ) Squadron until a posting out to No.1 Radio School at RAF Cranwell on 05/x/44, no more operational or readiness flights were flown, and so this story has come to an end.

It would be near on impossible to summarise in this post what has been quite a year in the life of a young man who joined the RAF straight from Cambridge University in 1942. Fortunately, the ever meticulous Broody can provide a summary of the tour himself as recorded in his journal.

Summary of First Operational Tour 4-ix-43 to 11-X-44

Summary of First Operational Tour
4-ix-43 to 11-X-44

Recorded in Broody’s Flying Log is his end of tour “Proficiency Assessment” from the Squadron’s CO, W/Cdr Haine. The assessment was “above Average”, with the CO commenting:

“Very keen and intelligent”

Broody's End of Tour Proficiency Assessment

Broody’s End of Tour Proficiency Assessment

Broody remained in the RAF until 1946, gaining a regular commission in 1945 and eventually reaching the rank of Flight Lieutenant. I do not have as much information on his later roles as I do for this tour, but maybe one day I will tell the next part of the story.

I am the proud custodian of Broody’s wartime medals. By the time hostilities ceased, Broody had been awarded 3 medals and one clasp.

The war medals of Andrew John Broodbank - RAAF

The war medals of Andrew John Broodbank – RAF

From left to right, the medals are:

1) 1939-45 Star (Awarded for 2 months operational service as aircrew between 3 September 1939 and 2 September 1945)

2) Air Crew Europe Star (Awarded for 2 months operational flying over Europe, from UK bases between 3 September 1939 and 5 June 1944 – The qualifying period started after receipt of the 1939-45 Star)

3) France & Germany clasp on Air Crew Europe Star (Awarded for a minimum of 1 day’s operational service in France, Belgium, Luxembourg, the Netherlands, and Germany from 6 June 1944 to 8 May 1945 – Rules dictated that the France and Germany Star would not be awarded to those already in receipt of the Air Crew Europe Star, only a clasp was to be worn)

4) War Medal 1939–1945 (Awarded to those who had served in the Armed Forces or Merchant Navy full-time for at least 28 days between 3 September 1939 and 2 September 1945)

There is just one more part of this story to tell – and for me, perhaps the most important as it is the reason I am here today. While at RAF Cranwell, Broody met a young WAAF officer, S/O Margaret Jean Weeks who was a Meteorological Officer.

SO Margaret Jean Weeks (WAAF)

S/O Margaret Jean Weeks (WAAF)

In her latter years, my grandmother took time to record some of her wartime experiences. Amongst these was the story of how she first met the man who was to become her future husband.

“One evening I went with several others from our Mess to a party at another Mess (Signals). This became somewhat drunken. I remember one game where you held a poker on the floor and ran round and round it. One soon became very giddy and could fall into the nearest lap available.

I still drank hardly at all, so I was sober and beginning to think how stupid everyone else appeared, when someone suggested a dance and someone else said, ‘Broody can play the piano’. Broody was dragged out of his room (having just returned from the cinema in a nearby town) and he played the piano.

Not long afterwards, we WAAF Officers left to return to our own Mess. Next day, the sun was shining and it was a beautiful day. Cycling to the met Office, I saw someone outside the Parachute Section who seemed to be looking at me. Not wearing my glasses, of course, I couldn’t see who it was, but called out ‘Good morning,’ as I passed.

This bod turned out to be John (‘Broody’) and he followed me to see where I went. Well, air crew were always coming into the Met Office to ask for forecasts etc, and they knew they might also get a cup of tea there as well (or rather, a mug). So that, really, is how we met.”

On 17th March 1945 (her 22nd birthday), my grandmother recorded in her diary:

“Birthday. Glorious, every one so kind. Cycle to wood in pm & John proposes. Dinner in mess afterwards and have a drink with it. Phone home.”

Just over a week later on 25th, she wrote:

“Home. John & I fly home in 42 mins. Tell Mother, Dad & Geoff of our engagement. They are so sweet & kind. Awful journey back.”

Of course, Broody can add to this part of the story with his record of the flight in his journal.

25th March 1945 10:05
AIRSPEED OXFORD II LB425
Pilot: F/O Swaby
2nd Pilot: Lt. Edmundson
Navigator: Self
Passenger: S/O Weeks
BASE ~ RINGWAY
To arrange an engagement! Flying at 2-3,000ft above & through cloud & a cold front which had shown every promise of stopping the trip – cloud being at 200ft at Ringway at time of take off from Cranwell. Excellent Pilot.
0:42

He has even included the weather forecast for the trip, prepared by my grandmother!

Weather forecast by S/O Weeks for the "Engagement Flight" from Cranwell to Ridgeway.

Weather forecast by S/O Weeks for the “Engagement Flight” from Cranwell to Ridgeway.

Broody & Jean were married in at St. Mary’s church in Cheadle on 6th April 1946 and went on to live a long and happy life together. They had 2 daughters, 4 grandchildren, and 8 great-grandchildren.

Just Married - 6th April 1946

The newly married Mr & Mrs Broodbank on the steps of St Mary’s Church, Cheadle
6th April 1946

Jean & John Broodbank

In the garden of their home in Surbiton in the 1990s

I hope that you have enjoyed following Broody’s tour in “real time” as much as I have enjoyed researching and writing about his experiences. I have learned a lot, not only about my Grandfather’s role in the war, but about 488(NZ) Squadron, his aircrew colleagues – many of whom I now feel that I know personally, and the role of Night Fighters during the war.

But above all, as each part of the story has unfolded, I have felt hugely proud of the part Broody played in the defeat of Nazi Germany.

Of course, we must not forget the 21 men of 488(NZ) Squadron who were killed during Broody’s tour. Broody never spoke to me of these losses. These names, and links to Commonwealth War Graves Commission pages for them are all recorded on the Roll of Honour Page of this blog, but the final page in the journal, and therefore the best place for this story to end lists all these men in Broody’s meticulous hand.

I wonder how he felt as he wrote down the names of colleagues and friends who made the ultimate sacrifice? I ask you to think about that as you once again read the names of these few men, who amongst thousands of others, gave up their lives for our futures.

The casualties of 488(NZ) Squadron between September 1943 and October 1944. ~Their Name Liveth For Evermore~

The casualties of 488(NZ) Squadron between September 1943 and October 1944.
~Their Name Liveth For Evermore~

And there we are – the rest, as they say, is history.


04/ix/44 – Last flight in a Mosquito

4th September 18:10
DH Mosquito XIII MM515 ME-Z (A/I Mk.VIII)
Pilot: F/O Scott
Navigator (R): Self
NFT, CINE-GUN & A/C TEST
For state with B Flt. Testing with F/O Jeffs in very bumpy weather.
0:50

During his tour, Broody flew in 22 of the Squadron’s de Havilland Mosquitos. 7 of these were Mk.XIIIs, and the other 15, the later Mk.XIII. The final Mossie flight was in ME-Z, the aircraft used by Chris Vlotman on 20/vi/44 when he claimed a Fw190 over Falaise – The last of Vlotman’s 4 victories.

The fantastic photo below shows 3 Mosquitos of 488(NZ) Squadron in formation. I think the aircraft furthest from the photographer is ME-Z.

Mosquitos of 488(NZ) Squadron flying in formation. (Possibly ME-V (MM476) and ME-Z (MM515))

Mosquitos of 488(NZ) Squadron flying in formation.
(Possibly ME-V (MM476) and ME-Z (MM515))
Photo from the collection of Reg Mitchell via Graham Clayton


25/viii/44 – Cross-Country taxi service!

25th August 13:45
DH Mosquito XIII MM558 ME-E (A/I Mk.VIII)
Pilot: F/O Scott
Navigator (R): Self
NFT & CINE-GUN
Camera on a dakota & a shoot-up at Zeals
0:45

15:10
AIRSPEED OXFORD II X7293
Pilot: F/O Scott
Navigator: Self
Passenger: W/O Addison DFC DFM
BASE ~ NORTHOLT
To drop W/O Addison
0:40

15:55
Less W/O Addison
NORTHOLT ~ HORSHAM ~ NEWCHURCH
For F/Lt Carcasson
0:40

17:50
Passenger: F/Lt Carcasson
NEWCHURCH ~ HORSHAM ~ BASE
Navigator driving & map reading – nearly through the Anti-Diver balloon barrage
1:10

This wonderful photo of a barrage balloon of Balloon Command floating just above the ground, near Biggin Hill, Kent is just too good not to share! In the background a number of airborne balloons are visible.

balloons

A barrage balloon of Balloon Command floating just above the ground, near Biggin Hill, Kent
© IWM (TR 2161)

 

A section of the barrage-balloon defence put up against the flying bomb over the South Downs.

A mass of barrage balloons seen from above – maybe something like Broody faced today!
© IWM (CH 13806)

 

 


23/viii/44 – Start of training on A/I Mk.X

23rd August 14:20
VICKERS ARMSTRONG WELLINGTON XI MP525/G (A/I Mk X)
Pilot: F/Lt Hollowell AFC
Instructor: F/Lt Clemo DFC
2nd Pilot: F/O Scott
U/T Navigator (R): Self
U/T Navigator (R) F/Lt Watson DFC
U/T Navigator (R): F/Lt Bowman
U/T Navigator (R): F/O Prescott
A/I Mk X – EXERCISE I
Blip interpretation, commentary, handling of controls & simple interception.
2:05

Today saw the start of conversion training in A/I Mk X for the Navigators of 488(NZ) Squadron. The Mk X was based on the American SCR-720 Radar System, and bulkier than the Mk VIII system previously in use. Development of the Mosquito to accept the Mk X lead to the roll out of the Mosquito NF Mk30s that the squadron would soon convert to.

The training was carried out in a Wellington – presumably due to its size which allowed a number of trainee navigators to be instructed at the same time

Vickers Armstrong Wellington Mark III

Vickers Armstrong Wellington
(This is a Mark III example)

 


16/viii/44 – Test for readiness NFT

16th August 15:15 
DH Mosquito XIII MM515 ME-Z (A/I Mk.VIII)
Pilot: F/O Scott
Navigator (R): Self
NFT & CINE-GUN
Test for readiness on a York, then a local stooge.
0:45

An RAF Avro York PHOTO © IWM (CH 16488)

An RAF Avro York
Photo © IWM (CH 16488)

 


07/viii/44 – 48 hour pass and a trip to France

7th August 15:35
Airspeed Oxford II T1018
Pilot: F/O Scott
2nd Pilot: F/O Cook
Navigator: Self
Passenger: F/Lt Carcasson
BASE ~ HENGISTBURY HEAD ~ Point de BARFLEUR ~ ALG A-15
Tyre burst on landing as a start to a 48 / “liaison” visit. Dinner at 21 Base Defence Sector HQ at Tocqueville Chateau, an evening in St Pierre Eglise & then to GCI 15072 (Robust) near Barfleur. Slept on the floor of the library & next morning to the airfield to check on the A/C, then into Cherbourg.
1:05

As A Flight came off the state and handed over to B Flight, Broody, Jack Scott, Bill Cook and George Carcasson went on a 48 hour period of leave, and flew to France on a visit. ALG A-15 was an Advanced Landing Ground, a temporary airfield use to support the invasion of mainland Europe. A-15 was located in Maupertus-sur-Mer, some 7 miles ENE of Cherbourg. Today it is Cherbourg Airport (Aéroport de Cherbourg – Maupertus).

Broody has pasted a couple of postcards into his journal that are worth sharing.

The church door - St Pierre-Eglise

The church door – St Pierre-Eglise

Tocqueville chateau - 21 Base Defence Sector HQ

Tocqueville chateau – 21 Base Defence Sector HQ

A bridge in St Pierre Eglise

A bridge in St Pierre Eglise

Also of note on the night of 06&07/viii/44 were further successes for the Squadron. The Jameson & Crookes crew claimed one JU88 destroyed and one damaged. Vlotman and Wood had an unsuccessful chase; but the most interesting combats of the night came from F/Lt Allen Browne and his navigator, W/O Tom Taylor. they were credited with the destruction of one Ju188 and two further unidentified enemy aircraft who both crashed into the ground during the chases. Browne’s personal Combat Report makes for interesting reading:

“At 0234 hours I was told to investigate a bogey at Angels 13 on a course of 280 degs. I climbed to Angels 12 an after being given several vectors contact was obtained 3 ½ miles above and to port. The target appeared to be weaving as many alterations of course were given me by my navigator.

I closed in and a visual was obtained at about 1500ft. slightly above and about 5 degs to port. The target was taking violent evasive action and while attempting to identify I overshot by reason of such evasive action. I pulled hard to port and lost a little height and contact was reobtained on turning back starboard. We closed in and I obtained another visual at 1000ft range above and dead ahead. I identified bogey as a JU188 and this was confirmed by my navigator using Ross night glasses.

The E/A continued violent evasive action. I closed to 250 yards range when the E/A momentarily ceased evasive action, and I opened fire with a 2 or 3 second burst. Strikes were observed in the port engine which burst into flames. E/A broke away to port. I followed him and closed in again giving him another burst of about the same duration. The E/A caught well alight peeled away to port and went down slowly at first and then with increasing speed hitting the ground in a mass of flames and with a violent explosion. I was then at Angels 5 and I called control and gave a fix.

Almost immediately Control took us over and asked us to investigate another bogey. After several vectors were obtained contact range 3 miles well above and dead ahead. I opened to full throttle and climbed to 10,000’ which was approx. bogey’s height. I saw a reddish amber light at a range of 4,000ft moving from port to starboard. I followed visual and pulled in at full throttle dead behind it. The light then commenced to dive and I followed at 350 ASI but failed to close range. The light was going down very steeply and at a constant angle, which I estimated to be 45 degs.

AI contact was maintained throughout but I followed without difficulty by sight. I could not identify as I saw no silhouette, but was satisfied in the dive that it was a very large singular circular light. The light hit the ground and exploded and a volume of fire was seen. The colour of the flame was reddish. I thought at first the object had navigation lights. This explosion is believed to have occurred roughly west of Rennes. No fix could be obtained though Tailcoat control was asked for one. An endeavour was made to obtain a fix from AI beacons but this was unsuccessful. I pulled out of the dive at 500ft and orbited the burning wreckage.

I then climbed to 5000ft and Tailcoat gave me a northerly vector and a little later asked us to investigate another bogey at about 12,000ft. I opened to full throttle. Contact was obtained range 3 miles 20 degs port at angels 12. Closed range very slowly though I was at full throttle. Visual, 1500 range dead ahead on an A/C taking exceptionally violent evasive action which was held by both visual and AI means. Visual having been lost by evasive action.

I could not identify as I could not close range and the bogey peeled off to starboard. I followed and experienced a long burst of fire from dorsal turret of aircraft, which burst went above my starboard mainplane. I turned to port still diving and lost visual. Contact was picked up again at 1 mile range, slightly below and 30 degs to starboard when we were at 3000’. I levelled out and closed in when visual was obtained at range 1000’ slightly below.

The A/C opened fire again with a very erratic burst and missed. The A/C was still continuing severe evasive action and half rolled to port, then going down vertically. This caused me to overshoot as I was not prepared to duplicate the aircraft’s manoeuvres at that low altitude. I did a hard turn to port at the same time losing height. At that juncture while in the hard turn my navigator and I saw a violent explosion on the ground with large volumes of flame over to port which would have been the aircraft’s approx. position.

By reason of the evasive action and the speed of events I was not able at any time throughout the chase to identify the aircraft, which was always below. I endeavoured throughout to position myself but was unsuccessful through the flying skill of the other pilot. I would add that I have never experienced such violent evasive action. The aircraft crashed at 0331 hours approx. SW of Rennes.

I claim 1 JU188 and 2 unidentified E/A destroyed.”


30/vii/44 – 4 kills for F/Lt Jameson & F/O Crookes

The loss of Bunting and Spedding no doubt overshadowed the jubilation that was felt back at base after the return of F/Lt George “Jamie” Jameson DFC and his Nav/Rad F/O Norman Crookes DFC, who had claimed 3 enemy aircraft destroyed and one probably destroyed during one 4 hour patrol.

Jameson’s “Personal Combat Report” makes for fascinating reading.

“I proceeded on the vector of 100 degrees at Angels 5 and the controller asked me to make my Turkey Gobble and told me that he could not give me much assistance. I saw light anti-aircraft fire 2 miles ahead and almost immediately a contact was obtained ie 05:02 hours range 2 miles 10 o’clock height 5,000 ft head on.

I obtained a visual on a Ju88 range 1 mile against the dawn still approaching head on and at the same height. My navigator using Ross night-glasses confirmed the identification. Meanwhile I turned hard to port after the enemy aircraft following it by means of A.I as the enemy aircraft skimmed through the cloud tops.

I closed in to 300 yards range at full throttle as the enemy aircraft was then doing 260 ASI. Meanwhile I saw a series of explosions on the ground caused I believe by the enemy aircraft dropping its bombs. Visual was obtained in a clear spot (with no cloud) and I closed in and gave the enemy aircraft 2 short bursts from dead astern.

Strikes were seen on the fuselage causing a fire in the fuselage and port engine. The enemy aircraft went down through the clouds vertically and well alight and about 20 seconds later hit the ground with a terrific explosion. I reported the kill to Tailcoat and gave him a fix. The enemy aircraft was destroyed 5 to 6 miles S of Caen at 05:05.

When I was doing a port orbit over the scene of the kill much window was seen and a contact almost immediately obtained ie 05:06 range 2 miles 11 o’clock height 5,000 ft. A visual was obtained very quickly on an enemy aircraft flying slightly above cloud. This aircraft was also skimming the cloud tops.

I gave chase at full throttle to overtake. His speed was approximately 280 ASI. While giving chase another Ju88 came up through the cloud dead ahead one mile range and flying in the same direction as the former aircraft. I closed in rapidly to 400 yards range and confirmed the identity of the aircraft as that of a Ju88.

The enemy appeared to see me and turned very hard to port diving towards a thick cloud layer. I followed on the turn and closed in to 350 – 400 yards when I opened fire from dead astern. Strikes were observed which caused a large fire in the starboard engine. The enemy aircraft was well alight and disappeared vertically through the cloud.

At this moment I saw two aircraft approaching me through cloud and as I was satisfied that the former combat had ended in a kill and that the Ju88 would inevitably hit the ground I did not follow but turned towards the two aircraft whom I suspected to be customers. I closed in on both of them and I identified them as Mosquitos.

Sub/Lt Richardson a navigator of 410 squadron (Bungle 33) confirms my first kill having seen the E/A well alight and hit the ground and he saw the second E/A well alight. I reported the second combat to Tailcoat. The combat took place 5/6 miles south of Caen

Almost immediately after identifying the Mosquitos referred to above, I obtained a freelance visual on an aircraft 4000’ range same height 5000’ crossing starboard to port. I closed to 2000’ dead astern and identified the aircraft as a Ju88 which identity was confirmed by my Navigator. When I was about 300 yards behind the E/A it dived steeply to port towards cloud.

I followed and gave two short bursts and I observed strikes from one of the bursts on the fuselage. The E/A took advantage of the cloud cover and I followed with the use of A/I though it was taking violent evasive action and dropping large quantities of window. When we were almost at treetop height visual was regained range 4000ft dead astern. The enemy had ceased evasive action.

I closed in to 250 yards dead astern and gave it a short burst from which strikes were observed. The E/A pulled up almost immediately and turned to port with debris falling and sparks issuing from it. The enemy stalled and dived into a 4 acre field and exploded. The kill took place 5 miles S of Lisieux.

I climbed to 5000 ft called Tailcoat and reported the kill and at my request was given a north westerly vector back to the scene of enemy activity. I once again saw A.A fire ahead above cloud and I headed towards it and at 05:22 hours contact was obtained on two aircraft and much window. (a) at a range of 4 miles 10 o’clock (b) 2 miles 10 o’clock.

I decided to intercept the nearer of the two and obtained a visual dead astern at a range of 4000 on a Do217. The E/A must have seen me for almost immediately it dived into cloud and took very evasive action and threw out large quantities of window for several minutes in cloud. I followed through cloud using A/I and the E/A eventually straightened up at cloud base.

Visual was regained at a range of 2000’ dead astern and below. I closed to 300 yards and fired a short burst. Strikes were seen on the fuselage which began to burn furiously. The E/A turned gently to starboard, pulled his nose up and the dorsal gunner opened fire a wild burst which headed in the wrong direction. The E/A dived into the ground in flames and exploded.

Claim: 2 Ju88’s destroyed. 1 Ju88 probably destroyed. 1 Do217 destroyed.

Ammunition: PI 89. PO 90. SI 94. SO 91.”

(PI = Port Inner, PO = Port Outer etc. For a photo of the Hispano cannon arrangement, see this post)

Location of Jameson & Crookes' 4 kills (Image from Google Earth)

Location of Jameson & Crookes’ 4 kills
(Image from Google Earth)

Information later provided by the 410 Squadron navigator, Sub/Lt Richardson enabled the “probable” to be confirmed as a kill. By strange coincidence, this was the very same Sub/Lt Murray Richardson who, along with 5 colleagues from the Fleet Air Arm, had been seconded to 488(NZ) Squadron earlier in the year!

I think Jameson & Crookes’ successes tonight may be one of the greatest (but least well known) stories of the air war. In 30 minutes, and with the expenditure of only 90 rounds per cannon, 4 enemy aircraft were identified, tracked through cloud using A/I and destroyed. F/Lt George “Jamie” Jameson returned to his native New Zealand in August 1944 with a total of 11 enemy aircraft destroyed, 1 probably destroyed and 1 damaged, leaving him as the leading New Zealand night fighter ace of World War Two!

In addition, the aircraft in which they flew, MM466 ME-R holds the honour of being the Top Scoring Mosquito fighter during the war, also with a total of 11 enemy aircraft destroyed. 6 of these were while she was with 488!

Norman Crookes (L) and "Jamie" Jameson (R) standing in front of ME-R. (Image source, http://www.telegraph.co.uk)

Norman Crookes (L) and “Jamie” Jameson (R) standing in front of ME-R.
(Image source, http://www.telegraph.co.uk)


30/vii/44 – Loss of S/Ldr EN Bunting & F/O ECS Spedding

On the night of 29&30/vii/44, eight crews took off on Patrols over France. S/Ldr Edward Bunting and his Nav/Rad, F/O Ted Spedding were chasing a FW190 at low level when they were hit by flak. Bunting managed to pass a message over the radio that they had been hit. This was followed by an explosion being seen on the ground some 15 seconds later.

With no other information available, the crew were posted as “Missing, Believed Killed”.

Sadly, neither man survived, and were interred in a joint grave at St Remy churchyard in the Calvados region of France.

The joint grave of S/Ldr Edward Bunting and Fg.Off Ted Spedding (St Remy church, Calvados, France)

The joint grave of S/Ldr Edward Bunting and Fg.Off Ted Spedding
(St Remy church, Calvados, France)

Their names are duly recorded in the Roll Of Honour


15/vii/44 – Loss of F/Sgt Howard Scott & F/O Colin Duncan

After completing a Patrol in aircraft MM551 (ME-X), F/Sgt Howard Scott and F/O Colin Duncan, both New Zealanders, were killed when their aircraft crashed in woodland near Holmesley South whilst attempting to land at RAF Hurn in low cloud. There is little information available about the detail of this crash, which resulted in the first losses of the Squadron in almost 4 months.

Both men were interred in the New Zealand Section of Brookwood Military Cemetery on 19/vii/44, with Irwin Skudder and Tom MacKay in attendance representing the Squadron.

The graves of F/Sgt Howard Scott & F/O Colin Duncan. (Brookwood Military Cemetery, New Zealand Section. Plots 8.AA.5 & 8.AA.6)

The graves of F/Sgt Howard Scott & F/O Colin Duncan.
(Brookwood Military Cemetery, New Zealand Section. Plots 8.AA.5 & 8.AA.6)

Their names are duly recorded in the Roll of Honour.