Tag Archives: 75(NZ) Squadron RAF

Update to Nominal Roll – B

Before you all get excited, the apparently quick arrival of ‘B’ to the Nominal Roll section of the site is more to do with the built up reservoir of gathered individual Op histories for this section, than an indication of the speed that the whole list might appear.

A few little tweaks to the database – I realised when I updated ‘A’ that there was no way to automatically differentiate between a single Op and multiple ones, regarding ‘Op’ or ‘Ops’ – a little bit of extra code and that’s been solved. Whilst a small detail perhaps, it looks tidier and saves me from having to manually check and correct prior to up loading.

The surname Brown has been quite problematic, I must confess. A large number of RAF aircrew of this surname have no differentiating initials and a certain amount of conjecture has had to be performed to arrive at what will probably be refined and corrected over time. As always and particularly with this project, I welcome comments, corrections and suggestions regarding the accuracy of the records and especially with individuals where only a surname and therefore possible errors or discrepancies exist.

View the updated section B of the Nominal Roll here.

Update to the Nominal Roll

Personal circumstances have forced me away from broad research, emails and general site activities recently, owing to Mum’s health taking a dip and the family having to take it in turn’s to go down and be with her – but for 97, she’s still going strong!

The time has at least allowed me to push on with the data entry for the Nominal Roll. As I have noted in previous posts, this is a colossal task and will potentially dwarf the Crew Op History database, when it is finally (if ever) completed. Aside from the gathering and researching of information on the individuals in the roll, it’s entry into the database and the subsequent generation of entries for the NR section of the site has proved to be quite problematic – some individuals, such as Dad, flew with just one crew for each of his tours – others have (so far) flown with 8 during their stay with the Squadron.

Initially I had arranged the database with a series of repeated sections to record each crew that an individual might have been part of – resulting in a series of ‘blank’ lines which would contain joining text such as “Flew with xxxx for xxx Ops as xxxx” but no actual data as they were extra to that individual. Initially, I was happy with this and thought I could just delete the empty rows of each entry when I added the information to the relevant page. Of course, as this project has continued, the individual secondary editing of entries prior to publishing is a completely ridiculous strategy, given there are approximately 3,500 individuals contained in the list.

At the start of the new year I decided I had to dig deeper into the database and give it the intelligence to understand presence and absence of data and give it the ability to subsequently gather the separate pieces of information in a presentable format, automatically. 3 months later I am pleased to present the next stage of the NR project – All of the A’s have been updated to the next level of data completion – this will steadily increase as repeated sweeps are performed or new information comes in on individuals, but as you will see, it s shows a significant upgrade from the basic name and trade position that remains for the time, for the rest of the NR section. Perhaps a little smugly, I would draw your attention to the fact that the entries added have been added as is, straight from the database – the only work I have done is to bold the surname and add a divider line between each individual’s entry.

I have also taken the decision to generate a ‘completion’ rate for each individual. In discussion with Chris, it seems that at least the post war “Manna” flights were counted as a third of an Op, however in the absence of confirmation for the other post war sorties, the CR figure is based on completed operational sorties undertaken during the War. Broadly, an Op that resulted in the individual’s death, capture etc have been not counted, but an entry of this kind does reflect the event – the individual in question having for example 7 Ops as completed, but killed on the 8th Op. I am aware that there are instances where an aircraft would have been bought down after bombing and thus the sortie would count – these will be identified and corrected accordingly in time.

View the new updated ‘A’ section of the Nominal Roll here.

Leslie Edgerton, 1921 – 2020

by David Yates

My father-in-law Leslie Edgerton passed away in Conquest Hospital, Hastings in the early hours of Tuesday 14th January.  Another 75 man, and another of the dwindling band of Bomber Command veterans, has quit us.

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Leslie photographed on the occasion of his 98th birthday on 23rd April – St George’s Day – 2019.

 

 

 

 

Leslie volunteered for RAF service in the autumn of 1942 hoping, as they all did, to be a pilot.  It wasn’t until spring of 1943, as the Battle for Berlin was hitting the headlines, that things began to get going for him.  A reserved, unassuming, and thoughtful man, Leslie was not selected for pilot training but was sent to No2 Radio School, Yatesbury.  He gained his first air experience on 6th April 1943.  He was then sent on a gunnery course at RAF Manby, and on to AFU at Millom.

A transfer to No.11 OTU Westcott followed, and after an ab initio course in which he was subjected to the usual night vision and decompression tests, he had his first taste of crewing a medium bomber.  On 3rd September 1943 he flew for the first time with F/S C.E. Armstrong, with whom he had crewed up.  The fateful eight-month journey to Dortmund had begun.  The Armstrong crew was signed off on 24th October 1943 and despatched to Wratting Common for conversion to Stirlings.  After little more than 40 hours flying and then two-weeks’ leave the Amstrong crew mustered at Mepal for operational duty with 75 RNZAF Squadron, Mepal.  They had arrived on the front line.

They had a good initial run, starting on 14th January 1943 with laying six mines in the Fresians area.  The squadron was untroubled by losses until 24th February 1943.  But then on their seventh op, laying mines in Kiel Bay, Stirling EH984 captained by PO H.H. Bruhns crew went down.  They were all killed.  Leslie and the Armstrong boys came safe home.

The next day Leslie was asked to fill in for the absent w/op of the Willis crew, who were down for mine-laying in Copenhagen Bay.  Their Stirling was attacked head-on by a flight of six JU88s.  The aircraft was riddled with canon-fire, and Leslie later reported actually seeing the tracers scorching by him as he sat at his station.  Everyone survived and the aircraft landed safely back at Mepal.

No doubt gratefully, Leslie returned to his crew mates.  A couple of quiet mine-laying ops followed and then on 4th March they were sent on a special French op where another Stirling was lost, captained by the New Zealander PO S.L. Watson.  The Mid-Upper was taken prisoner.  Watson and the other crew members were killed.  But the ops, either mine-laying or targets in France, continued to tick quietly by for Leslie.  Then, suddenly, the great change finally came to 3 Group and Mepal, and the conversion from Stirlings to Lancasters was begun.  The Armstrong crew were among the first shipped off to Feltwell for conversion, followed back at Mepal by a series of preparation flights in the beautiful, shining new machines.  Then on the evening of 9th April their first 75 op was mounted.  The Armstrong crew were given ND768 F-Freddie.  In the words of my father Harry:

“Eleven of them were sent to attack the railway yards at Villeneuve St.Georges.  They had all bombed successfully in clear weather, though one had been damaged by friendly bombing and landed at Ford, a fighter station conveniently situated on the coast across from Selsey Bill.”

After the Villeneuve raid the crew flew three ops to Germany – first Karlsruhe, then Essen, then Friedrichshaven; and it was on the latter that another loss occurred.  FO R.W. Herron and his crew were all killed.

By this point Leslie had flown 22 ops and would not have been blamed for beginning to look forward to the end of his tour.  But in early May he began to feel unwell and was diagnosed with a contagious childhood disease most unwelcome at the advanced age of 22.  He was whisked off to the Princess of Wales Hospital in Ely and put in isolation.  It quite likely saved his life.  On 22nd May, Armstrong and his boys, with Sgt C.A. Warburton replacing Leslie, flew F-Freddie to Dortmund and never came back.

Again in my father’s words:
“Knowing nothing of this, a fully recovered F/Sgt Edgerton returned to Mepal resigned to the fact that his crew mates would have completed their tour, but nevertheless hopeful of hearing something of them.  In fact, nothing was offered.  He managed to discover that they were logged FTR, but that was all.  As a pool w/op he went dicing with scratch crews to the end of his tour,”

I have told the story, on this site, of how Harry was able to inform Leslie of the fate of his crew, and how that came to happen fifty years after the event itself, and anyone who would like to read about that can do so here:

Leslie went into the pool, and flew seven more ops with the Crawford, Adolph, and Lethbridge crews.  His last but one op was to Bremen on the night of 18th August 1944, when Harry’s crew were given such a fiery time; and his finale was to the Kamen refinery in daylight on 11th September 1944, when Harry’s R-Roger lost its nose and Harry himself was consigned to Littleport Eye Hospital for seven weeks.

Tour-expired and with other things on his mind, Leslie married Joan Underwood, a Red Cross nurse, on 21st September 1944 at St Mary’s Church, Sanderstead.  The church had been damaged at some point by a stray bomb, and workmen on ladders stopped their repairs and took off their caps to peer benignly down, the most earthly of angels, while the ceremony proceeded.  The couple would have four children over the ensuing ten or so years, the third of them my wife Geraldine.  Leslie worked as an accountant in the post-war years, and did pretty well for himself, living a life of respectable, quiet prosperity in Purley, Surrey and, in retirement, on the south coast near Eastbourne.   But I don’t think he was ever free from the sense of guilt and loss which consumed him that day he returned to Mepal to find his crew mates missing.

Leslie and Joan’s elder daughter Helen and her husband Andrew McGillivray have kindly forwarded me photographs of the crew’s graves, including that of Sgt Warburton, which we hope will serve as an on-line memoir of those brave boys as long as this website is active.

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Andrew writes:
“In 2012, on one of Helen’s visits to Seaford, Leslie had mentioned that the name of the wireless operator who stood in for him on the Dortmund trip was Warburton.  Out of interest I visited the Commonwealth Graves Commission website and found that he and the other members of the crew were buried in a large military cemetery in Germany, close to the Dutch border.  As it happened, we had been invited to a 60th birthday party in a town close by and we decided whilst we were there to visit Arnhem and the cemetery on the same trip. As with all of the Commonwealth Grave cemeteries that I have visited it is beautifully maintained and very moving when you see the perfectly aligned white headstones stretching out in all directions. What makes it all the more saddening is the ages of these young men most of which were in their early twenties. The entire crew are buried beside one another including Leslie’s replacement.”

In old age Leslie, who kept his wits about him till the end, thought more and more about those times at Mepal.  He was the lucky one.  Now he is gone one wonders how many others are still with us.

George Augustus Shotun Williams – Navigator, Wright crew

George Augustus Shotun Williams – the portrait clearly has been taken at some point during his training. Flying first with 296, 297 and then 196 Squadron, being awarded a DFC on the 12th of December 1943. Image supplied by the family of George Williams.

Many thanks to Mike for contacting me recently about George Augustus Shotun Williams, with a query regarding his presence in the Squadron. Mike had visited the site and came back to me with a question about the recorded Navigator for Jack Wright’s crew – listed at this point as a F/Lt C. Williams. Mike, thanks to impeccable prior research, noted that on the day of the Wright’s crew arrival at Mepal, on the 28th of November 1944, 2 other crews also arrived, all from No.31 Base.

On all the operations that Jack Wright took part in from the 5th December 1944 to the 2nd of January 1945, his navigator was shown as Ft/Lt C. Williams. At this point, the only Navigators of a rank of F/Lt. was C. Williams of the Wright crew, Ron Payne, Jack Brewster and Arthur Creagh.

As Mike noted: “As ‘A’ Flight leader Jack Wright seems to have assembled an experienced crew, many with a DFC and mainly composed of officers, and George Williams fits into this perfectly. He was a navigation instructor at RAF Stradishall before he transferred to 75(NZ) Sqdn”.

The additional fact that George’s service record clearly shows his arrival at Mepal on the 28th of November clearly identifies him as ‘C’ Williams. Anyone who has spent any time in Squadron documentation knows the number of errors present when one, as it were, knows the truth and it would seem that up until Mike’s contact, George was lost in these errors – to this end it’s always a wonderful personal feeling when we are able to add another name and thus another actual person to the Squadron’s history.

George flew 6 Ops with Jack Wrights crew, the last being on the 2nd of January 1945, to Nuremberg. On the 20th of February he was posted to 218 Squadron. Ironically Mike reports that here at 218 he is recorded as ‘H’ Williams

If anybody is able to shed any further light on Georges wartime career, i am sure his family would love to find out.

It’s a pleasure to meet you George……

Another milestone – 600,000 views!

Just to let everybody that we have just passed the latest big viewing milestone – 600,000 views!

Almost 13 months to the day since we passed the half a million mark, you, the blog audience have added another 100,000 views to our tally and with it we get another small step closer to the magic figure of 1 million views. I think the passing of this new milestone, in the time it has happened is all the more remarkable given my silence regarding posts for essentially 1/4 of the year owing to the self inflicted loss of my laptop!

I have received questions over the years regarding what has been claimed to be my unnecessary emphasis on statistics and particularly the total viewing figures. In the past, I have tried to explain, but now I simply refute these queries. Put simply, this website has become, the largest single resource for 75(NZ) Squadron RAF in the world. It has achieved this by having the most comprehensive collection of records, information and images on the Squadron, which is freely accessible to all. This complete open door policy regarding information is vindicated by the volume of visitors and views that are recorded.

Frustratingly I am picking my way through the busiest part of my professional year – assessment, the awarding of Degrees, the preparation for our annual London show and planning for next academic year means that I am waiting for a clear gap in the next few months to present new material that has come to me over the last 6 months or so – all of you have have contacted me, please be patient – it will all be presented as soon as I can!.

Without sounding like a broken record – please can everybody share the site – so many relatives of the boys who flew with the Squadron have made contact over the years, that it makes me think that there are still many more that have yet to find the site. Please, share the site address, on social media, through the facebook groups you are members of – we need to find these people and we need to encourage them to share what they have or might know.

Also, please, please, please apply for your relatives service records! I cannot overstate the value and importance of the contents of these records to me and the site. Many dates and locations, because of the points of formation of a crew and their subsequent training means that details supplied for one person means that the same details of movement and training can be added to up 6 other individuals. As soon as I can, I will make a downloadable template available to hopefully streamline the transfer of personal details etc that I need for the database.

Here’s to the next 100,000 views!

Ake Ake Kia Kaha!

D-Day

75(NZ) Squadron RAF Operations log for the 5th/6th of June 1944.
The Air Force Museum of New Zealand.

Thanks to Chris for this piece, on the 75th anniversary of the beginning of the Allied liberation of Europe.

The Air Force Museum of New Zealand in Christchurch holds a copy of the 75(NZ) Sqn Operations Log, a document which we were not previously aware of, and which gives us a much more detailed insight into 75 (NZ) Squadron’s contribution to D-Day. On the night of 5th of June 1944, 75(NZ) Squadron had prepared twenty-six Lancasters (a record at that point), and they took off either side of 0330hrs in the morning of the 6th to attack the coastal battery at Ouistreham. They were timed to reach the target at first light, and, on arrival, found a layer of cloud at 7,000 feet, with occasional gaps, through which some crews were able to see the markers. The bombing appeared to be fairly concentrated, no opposition was met, and all aircraft returned safely to Mepal after a round-trip of less than four hours. 

Ouistreham was at the eastern end of the invasion area, where Sword and Juno Beaches would be the scene of the Anglo-Canadian landings. However Mepal crews had not been told of the invasion, but they knew something was up as they were told that more than a thousand aircraft would be operating throughout the night, and that they must adhere to assigned flight routes, heights and times, and not jettison bombs over the Channel.  

From the 75(NZ) Sqn Operations Log: 
At 0730hrs,15 minutes after the last aircraft had landed back at Mepal, one of several ‘top secret’ messages came through from Waterbeach:

 ”D-Day is 6-6-44,  H Hour 0600” 

There were also messages about the distinctive markings of aircraft, and tight restrictions on the use of I.F.F. 

At 0810hrs Waterbeach advised the Colours of the Day: 
1400 – 2000 RY – Q – O
2000 – 0200 RG – J – I   Chaffinch OX
0200 – 0800 GG – C – D
0800 – 1400 GY – H – W 

Duty Beacon 62 – 285

 At 1105hrs Group requested 24 Lancasters be made available for an attack that night, Bomb Loads 18 x 500, petrol 1250 (gallons). 

W/T call signs were advised:  A & B Flt  M.K.H. and C Flt  P.O.K. 

At 1130hrs Target and Aiming Point coordinates were advised and an amendment to the Bomb Load, specifying 90% .025 fusing and 10% long delay (spread evenly over a period of 6 to 36hrs). H Hour 0235hrs. 

At 1610hrs W/C Leslie put the petrol up to 1366 (gallons). 

At 1620hrs Waterbeach advised the route coordinates (there and back). They also advised a bomb jettison location and repeated the instructions not to jettison in the Channel, mentioning “a very considerable volume of shipping”. 

At  1935hrs the target was altered to one of two possible targets (Lisieux one of them) and new route coordinates were advised.  

“Note: The alteration in route is to avoid low flying airborne forces, which are again operating tonight”. 

“A/C in two waves … 75 Sqdn 12 A/C in 1st wave, 12 2nd wave”. 

I.F.F. not to be used except in real emergency – sets were to be sealed in the “Off” position. “Window” and photography instructions given.  

2130hrs – target confirmed as Lisieux.
Strict adherence to routes and times required. Crews to fly below any bad weather over England, up to Thames Estuary, then climb through clouds to 7 or 8000 ft. Keep that height over enemy coast if weather fine, but if 5/10 cloud or more, drop below cloud and bomb below. Be prepared to come down below cloud over the target if markers are not visible. Balloon locations advised. PFF Aiming Point marking colours advised (Red & Green at H-3 to H-2, followed by Yellow & White) 

Master Bomber call sign “Wastepipe 1
Deputy M/B call sign       “Wastepipe 2
Cease Bombing call sign  “Sugar-plum
B/C Frequency 5105 Kc (B); 6440 Kc (D) 

At 2250hrs new instructions came through from BC HQ: 

– no Window- if crews can’t visually identify the target must not bomb any other target
– if any light flak received do not fire back (could be ours)
– route coordinates confirmed, H Hour brought forward to 0135hrs. 

At 2344hrs the first of 24 Lancasters took off from Mepal to attack the railway junction in the town of Lisieux, some twenty miles to the east of Caen.. They reached the target to find a thin layer of cloud at 5,000 feet, which obscured the aiming-point, but the Oboe markers could be seen clearly, and the bombing was considered accurate and concentrated. All returned home safely, the last landing at 0359hrs early on the morning of the 7th.