Battle of Britain Dinner - HELP!

[Twon]

I am trying to find the citations of the 22 RAF recipients of the VC during WW2. I've tried online at the National Archives but they only provided me with a list of names that were published in the London Gazette.

I was hoping to produce them as place settings at our forthcoming BoB night to help educate a few local dignitaries and our fellow services (I'm in Gib!). Some of you may have seen the framed items in CHOM or other stations and I'm wondering if anyone can help; even if I have to pay to get them, any links would be useful.

Many thanks in advance

Twon

[taxydual]

There's this

Citations - Victoria Cross Website (http://www.victoriacross.co.uk/citation.html)

It's not a freebie though.

Website/contact details etc here

Victoria Cross Research - [email protected] - Designed by Small Busy Web (http://www.victoriacross.co.uk/)

[November4]

Those that were killed either winning the VC or were killed later during the war are recorded by the Commonwealth War Graves Commission. The text of the citation as appearing in the London Gazette is normal published on the CWGC page for that person

Flt Lt David Lord (http://www.cwgc.org/search/casualty_details.aspx?casualty=2661167)

The following details are given in the London Gazette of 13th November 1945:- On September 19th, 1944, Flt. Lieut. Lord was pilot and captain of an aircraft detailed to drop supplies to our troops, who were closely surrounded at Arnhem. For accuracy this had to be done at 900 feet. While approaching the target at 1,500 feet the aircraft was severely damaged and set on fire. Flt. Lieut. Lord would have been justified in withdrawing or even in abandoning his aircraft but, knowing that supplies were desperately needed, he continued on his course. Twice going down to 900 feet under very intense fire, he successfully dropped his containers. His task completed he ordered his crew to abandon the aircraft, making no attempt himself to leave. A few seconds later the aircraft fell in flames, only one of the crew surviving. By continuing his mission in a damaged and burning plane, twice descending to 900 feet to ensure accuracy, and finally by remaining at the controls to give his crew a chance of escape, Flt. Lieut. Lord displayed supreme valour and self-sacrifice.

[November4]

Fg Off Campbell (http://www.cwgc.org/search/casualty_details.aspx?casualty=2813807)

The following details are given in "The London Gazette," of 13th March, 1942: Flying Officer Kenneth Campbell was the pilot of a Beaufort aircraft detailed to attack an enemy battle cruiser in Brest Harbour at first light on the morning of the 6th April, 1941. The ship was in a position protected by a stone mole bending round it, and rising ground behind on which stood batteries of guns. Other batteries clustered thickly round the two arms of land which encircled the outer harbour, while three heavily armed anti-aircraft ships moored nearby guarded the cruiser. Even if an aircraft penetrated these formidable defences it would be almost impossible, after attacking at low level, to avoid crashing into the rising ground beyond. Knowing all this, Flying Officer Campbell ran the gauntlet of the defences and launched a torpedo at point-blank range, severely damaging the battle cruiser below water-line, so that she was obliged to return to the dock whence she had come only the day before. By pressing home the attack at close quarters in the face of withering fire, on a course fraught with extreme peril, this officer displayed valour of the highest order.

Flt Sgt Hannah (http://www.cwgc.org/search/casualty_details.aspx?casualty=2718735)

The following details are given in the London Gazette of October 1st, 1940 : On the night of September 15th, 1940, Sgt. Hannah was the wireless operator/air gunner in an aircraft engaged in a successful attack on enemy barge concentrations at Antwerp. A direct hit from an explosive projectile, which burst inside the bomb compartment, started a fire which quickly enveloped the wireless operator's and rear gunner's cockpits while both port and starboard petrol tanks had been pierced, enhancing the danger. The rear gunner and the navigator had to leave the aircraft, and Sgt. Hannah could have done so too, but he remained to fight the fire with extinguishers, and when these were empty he beat at the flames with his log book. Despite some relief from his oxygen supply, the intense heat and fumes from the thousands of rounds of exploding ammunition almost blinded Sgt. Hannah and his face and eyes were badly burned. Nevertheless he succeeded in extinguishing the fire enabling the pilot to bring the aircraft safely to its base. This airman displayed courage, coolness and devotion to duty of the highest order.


Sgt Ward (http://www.cwgc.org/search/casualty_details.aspx?casualty=2201083)

The citation in the London Gazette for 5th August, 1941, gives the following details. On the night of June 7th, 1941, sgt. Ward was second pilot of a Wellington which, while returning from a raid on Munster, was damaged by cannon shell and incendiary bullets from an attacking Messerschmitt 110. Fire broke out near the starboard engine which, fed by petrol from a split pipe, threatened to spread to the entire wing. Strenuous efforts by the crew failed to extinguish the fire, and they were warned to be ready to abandon the aircraft. Sgt. Ward then volunteered to try and smother the fire with an engine cover which chanced to be in use as a cushion. He got through the narrow astro-hatch and, by breaking the fabric to make hand and foot holds, succeeded in climbing on to, and then along, the wing, to a position behind the engine. Lying precariously there he smothered the fire in the wing fabric, and tried to push the engine cover on to the leaking pipe. It was blown back by the terrific wind, and on the second attempt was lost. Nevertheless, the fabric surrounding the pipe was destroyed, so that the fire could not spread and finally burnt itself out. Sgt. Ward, with assistance from the navigator, was able to struggle back into the aircraft, which eventually reached home and landed safely. The flight back was made possible by Sgt. Ward's most conspicuous bravery in extinguishing the fire at the risk of his life.

Wg Cdr Nettleton (http://www.cwgc.org/search/casualty_details.aspx?casualty=1077600)

The London Gazette for 24th April, 1942, contains the following particulars: Squadron-Leader Nettleton was the leader of a bomber formation detailed to attack, in daylight on 17th April, 1942, the Diesel engine factory at Augsburg in Germany, a target of high military importance. To reach it and return meant a flight of one thousand miles over hostile territory. German fighters attacked, and only the leading bomber and one other remained to fly to the still distant target. Squadron-Leader Nettleton, with great spirit and almost defenceless, brought these two remaining aircraft, mostly at only fifty metres above the ground, to Augsburg, where they encountered intense anti-aircraft fire. Through fire from point-blank range, bombs were dropped on the target. The second aircraft was hit, burst into flames, and crash-landed. The leading aircraft, though riddled with holes, flew safely back to base, the only one of six to return. Squadron-Leader Nettleton, who has successfully undertaken many other hazardous operations, displayed unflinching determination as well as leadership and valour of the highest order.

Wg Cdr Gibson (http://www.cwgc.org/search/casualty_details.aspx?casualty=2766520)

The following details are taken from the London Gazette of 27/5/43:- Wing Commander Gibson, whose personal courage knew no bounds, was quickly recognised to be an outstanding operational pilot and leader. He served with conspicuously successful results as a night bomber pilot and also as a night fighter pilot, on operational tours. In addition, on his "rest" nights he made single-handed attacks on highly defended objectives such as the German battleship Tirpitz. Wing Commander Gibson was then selected to command a squadron formed for special tasks. Under his inspiring leadership this squadron executed one of the most devastating attacks of the war - the breaching of the Moehne and Eder dams. Wing Commander Gibson personally made the initial attack on the Moehne dam. Descending to within a few feet of the water, he delivered his attack with great accuracy. He then circled very low for thirty minutes, drawing the enemy fire and permitting as free a run as possible to the following aircraft. He repeated these tactics in the attack on the Eder dam. Throughout his operational career, prolonged exceptionally at his own request, he has shown leadership, determination and valour of the highest order.

[Climebear]

By a strange coincidence today is the day that the RAF's only surviving VC winner won his VC in 1944

In recognition of most conspicuous bravery. This officer was the captain and pilot of a Catalina flying boat which was recently engaged on an anti-submarine patrol over northern waters, close to the Artic Circle. When a U-boat was sighted on the surface, U-boat 347, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred into position and ran in to release his depth charges. Unfortunately, they failed to drop.

Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy's determined and now heartened gunners. Without hesitation, he climbed and turned to come in again. The Catalina was met by intense and accurate fire and was repeatedly hit. The navigator/bomb aimer was killed, the second pilot and two other members of the crew were injured. Flying Officer Cruickshank was struck in seventy-two places, receiving two serious wounds in the lungs and ten penetrating wounds in the lower limbs. His aircraft was badly damaged and filled with the fumes of exploding shells. But he did not falter. He pressed home his attack, and released the depth charges himself straddling the submarine perfectly, sinking U-347 immediately.

He then collapsed and the second pilot took over the controls. He recovered shortly afterwards and, though bleeding profusely, insisted on resuming command and retaining it until he was satisfied that the damaged aircraft was under control that a course had been set for base and that all the necessary signals had been sent. Only then would he consent to receive medical aid and have his wounds attended to. He refused morphia in case it might prevent him from carrying on.

During the next five and a half hours of the return flight he several times lapsed into unconsciousness owing to loss of blood. When he came to, his first thought on each occasion was for the safety of his aircraft and crew. The damaged aircraft eventually reached base but it was clear that an immediate landing would be a hazardous task for the wounded and less experienced second pilot. Although able to breath only with the greatest difficulty, Flying Officer Cruickshank insisted on being carried forward and propped up in the second pilot's seat. For a full hour, in spite of his agony and ever-increasing weakness, he gave orders as necessary, refusing to allow the aircraft to be brought down until the conditions of light and sea made this possible without undue risk. With his assistance the aircraft was safely landed on the water. He then directed the taxiing and beaching of the aircraft, so that it could easily be salvaged. When the medical officer went on board, Flying Officer Cruickshank collapsed and he had to be given a blood transfusion before he could be removed to hospital.

I have had the honour to meet John Cruikshank - a humbling experience.

[November4]

Fg Off Barton (http://www.cwgc.org/search/casualty_details.aspx?casualty=2434910)

The following details are given in the London Gazette of June 23rd 1944 : On the night of March 30th 1944 Flying Officer Barton was captain and pilot of a Halifax Aircraft attacking Nuremburg which was severely damaged by the enemy en route, one engine, the machine gun and the inter- communication system being put out of action. The navigator, air bomber and wireless operator, mis-interpreting a signal left the aircraft by parachute. Although in great peril in a damaged plane and without navigational aid, Flying Officer Barton completed his mission, releasing the bombs on the target himself. Then, despite leakages from the two petrol tanks, for 4 and half hours he flew the crippled plane over heavily defended territory against strong head winds and succeeded in crossing the English coast only 90 miles north of his base, his petrol almost exhausted. Before a suitable landing place could be found the port engine stopped. On the one remaining engine Flying Officer Barton made a valiant attempt to land clear of the houses over which he was flying, but crashed. He lost his life, but the other three members of his crew survived. In gallantly completing his last mission in the face of almost impossible odds this officer displayed unsurpassed courage and devotion to duty.

Plt Off Mynarski (http://www.cwgc.org/search/casualty_details.aspx?casualty=2846853)

The following details are given in the London Gazette of October 11th, 1946:- P/O Mynarski was the mid-upper gunner of the crew of a Lancaster attacking Cambrai, France on June 12th, 1944. The aircraft was hit by an enemy fighter; both port engines failed, extensive fire broke out, and the captain ordered the crew to abandon the plane. As P/O Mynarski moved towards the escape hatch he saw that the rear gunner could not leave his turret, which was rendered immovable when the hydraulic gear was put out of action by the failure of the port engine. The Pilot Officer unhesitatingly moved back through the flames and tried to release the gunner, although his own clothing and parachute were on fire. All his efforts to move the turret and free his comrade were in vain, and eventually the gunner told him to try to save his own life. Reluctantly P/O Mynarski moved to the escape hatch and there, as a last gesture, turned towards the trapped gunner, stood to attention in his flaming clothing, and saluted before jumping. French people watched his descent and he was eventually found, but was so badly burned that he died. The rear gunner escaped miraculously when the plane crashed and testified that, but for his gallant rescue attempt, P/O Mynarski could have left the aircraft in safety and would doubtless have escaped death. Although he must have been aware that he faced almost certain death, P/O Mynarski courageously and willingly accepted the danger. He lost his life by a most conspicuous act of heroism which called for valour of the highest order.

i was using the list of names on the Bomber Command's 19 Victorai Cross Winners (http://members.iinet.net.au/~tcosgrove/vcross.html) page to cross check to the CWGC and then.....I scrolled down the list of names and saw at the bottom of the page.....the citations for all the 19

1. Flight Lieutenant Roderick Learoyd
2. Sergeant John Hannah
3. Flying Officer Kenneth Campbell
4. Wing Commander Hughie I. Edwards DFC (RAAF)
5. Sergeant James Ward (RNZAF)
6. Squadron Leader J. D. Nettleton (SAAF)
7. Flying Officer L. T. Manser
8. Flight Sergeant R. H. Middleton (RAAF)
9. Squadron Leader L. H. Trent (RNZAF)
10. Wing Commander Guy Gibson DSO and Bar, DFC and Bar
11. Flight Lieutenant William Reid
12. Pilot Officer C. J. Barton
13. Sergeant Norman Jackson
14. Pilot Officer Andrew Mynarski (RCAF)
15. Group Captain G. L. Cheshire DSO and 2 Bars, DFC
16. Squadron Leader Ian Bazalgette DFC
17. Squadron Leader R. A. M. Palmer DFC
18. Flight Sergeant George Thompson
19. Captain Edwin Swales DFC (SAAF)

[Bo Nalls]

How about this site for a good start?

Clicky (http://www.rafbombercommand.com/people_vcwinners_citations001.html#donaldedwardsgarlandandth omasgray) for Bomber Command recipients.

And the only Battle of Britain recipient is...

NICOLSON, Eric James Brindley (Reg No.931)
Flight Lieutenant Royal Air Force 249 Squadron.
London Gazetted on 15th November 1940
Born on the 29th April 1917 at Hampstead, London.
Killed when his aircraft, a Liberator, crashed, after catching fire, in the Bay of Bengal on the 2nd May 1945
Memorial on the The Singapore Memorial, Malaya.
Digest of Citation reads:
On 16 August 1940 near Southampton, Flight lieutenant Nicolson's Hurricane was fired on by a Messerschmitt 110, injuring the pilot in one eye and one foot. His engine was also damaged and the petrol tank set alight. As he struggled to leave the blazing machine he saw another Messerschmitt, and managing to get back into the bucket seat, pressed the firing button comtinuing firing until the enemy plane dived away to destruction. Not until then did he bale out., and when he landed in a field , he was unable to release his parachute owing to his badly burned hands.
Additional Information:.
His courage showed that although his aircraft was on fire, he stayed with it until he had shot down the enemy plane.
Nicholson found it difficult to open the cockpit cover of his burning aircraft. Once clear, of the plane, as he descended in the Parachute, he feigned death when an enemy aircraft pilot looked as if he was considering machine-gunning him.
His will power brought him back from virtual death, after his doctors had given up on him recovering. He returned to flying in 1941.
1942 saw him in India. and in August 1943 he was leading a squadron of fighters in Birma. During this time he won the Distinguished Flying Cross.
Wing Commander Nicolson's life ended when the Liberator, in which he was flying as observer, crashed into the Bay of Bengal after catching fire on the 2nd of May 1945..
He was the only a fighter pilot to be awarded the Victoria Cross during the whole of World War Two.
Many considered that other pilots were also worthy of such an honour. However, the general view is that the purpose of a fighter pilot is to shoot down the enemy, and as such is only doing his normal job. Also, as a fighter pilot is alone, there is only his word, usually, of any heroism.

[peppermint_jam]

Some of the information you need is here.

Victoria Cross Recipients of Bomber Command (http://www.bomber-command.info/medvc.htm)

Some incredible stories of bravery and courage in the highest order, brings a tear to the eye just reading them. Heros one and all.

[circle kay]

Climebear,

I think I’m correct; that there was debate within the committee that decides such things, whether John Cruickshank should be awarded the VC; as some in the corridors of power considered he was partly motivated by self-preservation. :ugh: I wonder if anyone has a reference for this, I have read quite a lot of the books on the ‘Kipper Fleet’ at war and can’t find the quote at it at the moment. I too have met the man, a day will always remember.

[forget]

When a U-boat was sighted on the surface, U-boat 347, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred into position and ran in to release his depth charges. Unfortunately, they failed to drop.

Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy's determined and now heartened gunners. Without hesitation, he climbed and turned to come in again.

.......... corridors of power considered he was partly motivated by self-preservation.

They're ahead of me on that one. :bored:

[taxydual]

Just to read the above citations. Boy, this country has produced some unbelievable people in it's time.

Enough said.

[Op_Twenty]

I am truly humbled.....

[Safeware]

I have held Fg Off Campbell's VC and must admit that even that gave me goosebumps.

remarkable men, one and all.

sw

[dazdaz]

OP-Twenty
"I am truly humbled" and so you should be Sir. But not from the exploits of the bomber crews. Never has there been any 'praise' awarded to the the people who built the Lanc. My mother (aged 18 now 84) worked a night shift at the Avro factory in Manchester.

kudos to the flyers, why are there no medals to the people who worked 24/7 building the Lancs. My mother is still bitter.

Daz

[airborne_artist]

Every time I read one of the citations above I get double goose bumps. He has my surname, and even though I know he's not closely related, it brings it all home very directly.

[taxydual]

dazdaz

My Mother helped to build Swordfish in an underground factory at (what is now) Leeds/Bradford airport.

Her story was that she 'maybe' had been part of the team that built the aircraft that torpedoed the rudders of the Bismark.

Impossible to prove.

The point of this, is that the Mothers of 'us at a certain age' did remarkable things during WW2, and without those Mothers efforts, we certainly wouldn't have the freedoms we have today.

Please pass on to your Mother, my grateful thanks for her efforts. OK, it's not a medal but it's the best I can do. And it's meant most sincerely.

Regards

[Archimedes]

The 'self-preservation' bit in the process that led to the award of John Cruickshank's VC was noted on Clarkson's programme on the VC. IIRC, it was an individual rather than a committee who raised the issue of his taling control of the aircraft rather than letting the nav land it potentially fell foul of the VC warrant.

I think Mr Clarkson may have slightly overplayed this point for effect - AIUI, it was more a case of someone raising the issue as a 'are we content that this does not risk contravening the extremely high standard set by the warrant?' and being perfectly happy to recieve a unanimous 'yes, we are quite content that Fg Off Cruickshank meets the VC criteria, thank you' response.

[Twon]

Thanks to everyone who has provided excellent info; I'm still not good at using google, or even IT for that matter! I now know there is only one BoB recipient but it would be rude not to acknowledge the bravery of all airmen from WW2 at the dinner as I cannot think of another occasion on which Bomber Command might get such a mention (being a dirty word nowadays!!).

It proves to be a memorable night; our guest speaker is a lady who was a WRAF plotter during the BoB and it's nice (no offence) to invite someone to give the non-aircrew perpective.

Back to the VCs, I always remember looking at the citation in CHOM for Fg Off Barton and wondered if I could ever have done anything close at his age (21 I believe) notwithstanding the fact that I was already several years past 21. Their courage is inspiring and we forget history at our peril.

[exscribbler]

These are without doubt exceptional men, yet ordinary people for all that. We all feel humble when we hear their stories but somehow we are uplifted.

To dazdaz and taxydual I would note that my Dad (despite having been an airframe rigger on 608 (NR) Sqn RAuxAF) was directed to work at AVRO at Greengates in 1940. He and my Mum locked up their little house in Thornaby-on-Tees and set off for Manchester with a list of four addresses for digs, two suit cases and the dog on a string.

My Dad worked at AVRO until 1945; he didn't relish shift work but there was a war on, you know. The occasional rush job caused some disruption - for instance the conversion of aircraft for Operation Chastise meant that he and others were moved to Woodford where he worked for 10 days continuously, sleeping in a corner of the assembly shop. I never heard him complain about it - he often said the workers at the factory knew what sort of losses Bomber Command was taking and thought they had it easy in comparison.

I suppose he might have liked a medal, though, but bitter, not really; I got the distinct impression he was glad to get back to some sort of normality.

Taxydual will have done the mathematics and realised that I was in fact born in God's Own County; I am now a missionary in the Land of the Ungodly and the Unwashed. :E

[sisemen]

Way back at Cranditz when the nascent Recourse Squadron was going through its birth pangs one of the other flt cdrs and I were given the task of forming 2 recoursee flights and were given a blank sheet to devise a course which would attempt to meet the requirements of DIOT.

I well remember reading every single one of those citations in order to decide what the names of the respective flights would be.

It was an incredibly difficult choice as each of the VC recipients had all the qualifications in abundance as a source to inspire cadets who were on a psychological downer when allocated to us.

We eventually chose Barton and Lord

[Chugalug2]

i was using the list of names on the Bomber Command's 19 Victorai Cross Winners (http://members.iinet.net.au/~tcosgrove/vcross.html) page

Given the preponderance of Bomber Command VCs, versus other Commands, and that at last there is move to provide a National Bomber Command Memorial, (shameless plug)see :
http://www.pprune.org/forums/aviation-history-nostalgia/296590-bomber-command-memorial-merged-13.html
would this not be an excellent time for the Royal Air Force to initiate a "Battle of Germany Day" on an appropriate date? Harris referred to the whole campaign by that name. The Old Lags are coming in from the cold at last. It would be for the best if the present RAF was in the lead rather than the rear of those paying tribute to their sacrifice and major contribution to Allied Victory over the Nazi tyranny.

[droid3]

Some more Bomber Command citations (23 in total it seems) here:

VC Recipients | A - M (http://www.rafbombercommand.com/people_vcwinners_citations001.html)

Including one for F/S Arthur Louis Aaron, a copy of which was (and still is I hope) displayed in his (and my) old school.

[Samuel]

Quite a number of Kiwis in there! Missing is Fg Off Lloyd Trigg Uniquely, it was the testimony of the enemy skipper, Klemens Schamong, and the other few survivors from U-468, destroyed by Trigg's depth charges as his aircraft plunged into the sea, that led to the posthumous award of the Commonwealth's highest award for bravery.

.....and I've just realised he wan't Bomber Command...Doh!!:ugh: