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CFR Clark Sergeant 745462 Flight Lieutenant 173855 RAFVR The account which follows is the foundation of my 211 Squadron research. One of the larger narratives on site, the story is divided into these sections: BACKGROUND BACKGROUND
Some time later still, I came across Air War For Yugoslavia, Greece and Crete by Shores & co, which I promptly lent him. The notes and recollections this prompted were written by my father in 1996 and 1997 from memory, from his Observer’s Flying Log Book, and from his own annotated copy of Wings Over Olympus. It was clear that his long-hand foolscap notes ought to be preserved in some way, leading eventually to our little self-published book 211 Squadron RAF, Greece, 1940–1941: An Observer’s Notes and Recollections in 1998. When it seemed that the 60th anniversary of the fatal 211 Squadron operation on Easter Sunday, 13 April 1941, might pass unmarked except in the memory of those who remained, I set about turning the material then to hand into a website good enough for public viewing. By 15 April, Easter Sunday 2001, all was ready and the 211 Squadron site was launched that night. Recognising my father’s views on those events and his resoluteness in revisiting them, I brought the later developments in the 211 Squadron story to his attention with considerable reluctance. In any event it took me some time to create a reasonable website and then to organise a complete printed copy so that he might read it (a process which fascinated the printer in him). Latterly, I also made him aware of James Dunnet’s Blenheim Over the Balkans, with like concern. It turned out that my father had been aware of James’ and Jock Marshall’s efforts over the missing men of the 1941 Easter Sunday raid for a good many years. In the 1980s he had, by coincidence, been sent a copy of the Blenheim Society Journal reprint of James’ Lost Squadron article from Flypast Issue 28 of November 1983. Of this my father long remained silent. At last, presented with a printed and bound copy of this website, he produced that Blenheim Society Journal issue. As far as I have been able to discover, the Flypast article was the first detailed account of the Easter Sunday raid (and of its aftermath for the missing, over which Jock Marshall, Jock Bryce and Jim Dunnet so long laboured). I have since annotated my father’s account of the Easter Sunday raid, reconciling it (as he certainly intended) with Jim Dunnet’s account—under Operations in Greece for 13 April 1941, below. My parents responded with patience and equanimity to my endless questions in trying to understand the events of one violent Winter and Spring now nearly 70 years past. The characteristically laconic understatement of the story presented here will be well understood by those who, at home and abroad, had a part in those days. My father died peacefully on Tuesday 30 September 2003. This seems a convenient place at which to make a final personal point. I have always regarded my own part in the researching, recording and publishing of these affairs with reservation, if not the greatest ambivalence. Presented with irreplaceable material crying out for preservation, I have done my duty as best I see it, recognising the immense achievement of ordinary men and women in the extremity of danger or privation. The discovery and display of personal events and pain that such a task entails is a terrible corollary to revisiting and recording the duty and achievement of the past. THE STORY UNFOLDS By November 1939 he was at 6 AONS Staverton, completing an Observers air navigation course there in April 1940, followed by bombing training at 14 BGS West Freugh in May. By July 1940, he had passed out of 12 OTU Benson a Sergeant Observer, his best blue resplendent with the flying “O” badge. Posted to No. 211 (Bomber) Squadron RAF in September 1940 at the age of 24, he joined the Squadron in the Western Desert of North Africa, transferring with them to Greece later that year, and then on to Palestine in May 1941. In the 8 months from the end of September 1940 to the end of May 1941, he took part in some 55 operational flights (of which 42 were raids, offensive reconnaissance or escort duty), for a completed tour amounting to some 130-odd hours flying. In Bomber Command terms that might have counted as two tours with a six month OTU rest between. During that time, the Squadron suffered the loss of 33 of its own aircrew (three of whom survived as PoWs) and of two other Air Force colleagues. The Squadron was stood down from operations in June 1941, for training duties while forming 72 OTU at Wadi Gazouza in the Sudan. In January 1942, as the Squadron was re-forming at Helwan in Egypt for the Far East posting, he left them. Now a navigation instructor, he was posted to 47 Air School Queenstown and 48 Air School Port Elizabeth. Repatriated to the UK in March 1945 aboard HMT Andes with just under 500 hours in his Log Book, he marched out a Flight Lieutenant from HQ 60 Group in November 1945. Squadron practices, 1940 The two flight formation diagrams in Aircrew in Greece, below, thus show the formations adopted for a full Squadron operation. With limited defensive firepower, the aim was to operate in formations which allowed the turret gunners to concentrate their fire in the event of interception. If attacked, the object was to maintain formation and if at all possible to seek cloud cover. Attempting to break contact by diving to the ground was likely to invite disaster. An aircraft might be classed as unserviceable for any of a number of reasons from the readily repairable on-site, such as a punctured tyre, to the more serious breakages of tail-wheels and stern-frames (not uncommon on unsurfaced airfields) or battle damage. In addition, aircraft might be undergoing scheduled maintenance. Unserviceable thus implied unfit for immediate operational use, rather than unflyable. So for instance, in providing HM Peter King of the Yugoslavs with an escort from Paramythia to Athens (a matter of protocol apart from anything else), the Squadron’s CO provided an unserviceable Blenheim: flyable, but with no turret (see Operations in Greece, April 14). This action carried much meaning, one way and another. There was clearly confidence that the “boys” could manage, even effectively unarmed. Equally clearly, the response to the Royal presence was both practical and pragmatic. Too bad about the sheet of plywood...perhaps Peter wasn't told. And for once Bill got to sit down in the warm. Notes on narrative order and style In the text that follows, my father’s narrative is taken verbatim from his foolscap manuscript narrative and its transcript, the March 1998 edition of 211 Squadron RAF, Greece 1940–1941, also taking in the later printed Errata and Addendum. In transferring text from Acrobat PDF to HTML, I have remained faithful to the author’s original layout as far as the software will allow. While I have omitted most of his lavish use of capitals (eg in person and place names) and the dash (both of which stem from Log Book usage), the following four sections are the author’s own inimitable style. In reviewing my compilation of his notes, my father made corrections and further comments to his original manuscript, marked thus *. For the few remaining inconsistencies and for certain amplifications I have inserted occasional notes [in square brackets], adding to these over time as further information comes to hand. AIRCREW IN GREECE My father’s lists show aircrew personnel as complete crews by Flight. The rolls include those who replaced others killed or missing in action. Later transfers between Flights, replacements and postings are shown by the author’s footnotes. A short list of other Squadron personnel follows the ‘A’ Flight roll. After the ‘B’ and ‘C’ Flight rolls come the author’s Note on personnel, operations and his Flight diagrams. The last roll, by date, is his list of Squadron personnel killed or missing in action during his time with them. Wings Over Olympus: 211 Squadron crew lists ‘A’ Flight F/Lt Farrington (Dinkum) — Flight Commander [Later S/Ldr 582 Squadron KIA 29 August 1944] F/O Dundas DFC (Ken) P/O Herbert (Herby) P/O Cox (Pip) Sgt Marshall DFM (Jock) P/O Hooper3 Ground Crew * This is an error. P/O Bevington-Smith (Smithy) was Observer in the crew of P/O Cox (Pip); but after 22 Jan [1941] Sgt Martin (Jerry) replaced him [see Operations in Greece] ‘B’ Flight F/O Clutterbuck F/O Delaney (Duke) P/O Hooper3 F/O Buchanan [DFC] (Buck) Flight commander after posting of F/Lt Doudney F/O Austin (Jock) F/O Campbell (Bobby) Sgt Baker (Frank) Sgt Davis (Doug)* ‘C’ Flight P/O Thompson DFC (Tommy) P/O Pearson DFC (Twink) [“Twinkle”] P/O Godfrey (Alan) Sgt James (Jimmy) P/O Pickersgill (Pickers)** P/O Jerdien (Airdale)** Sgt Bennett * This crew was in ‘C’ not ‘B’ Flight. Note S/Ldr Nedwill a few days after joining ploughed a Gladiator into the airfield from about 6,000 ft. The last Squadron raid (against Kosani airdrome) in Greece was a single aircraft on night of 19/20 April (the only serviceable aircraft remaining); Sgt Marshall, Sgt Clark, Sgt Baird. The Luftwaffe followed us in to Menidi at 6:30 am just after we had landed; result in loss of all aircraft on ground including a Vickers Virginia transport [sic: a Valentia, see comments 20 April]; AND in the evacuation of all Squadron aircrew to Corfu [sic: Crete, see Operations in Greece comments 21 April] (and on to Alexandria) next day (21/4). Flight formation diagrams
Aircrew lost in Greece and Syria
OPERATIONS IN GREECE For most of the period in Greece, his crewmates were the late Sgt Jock Marshall DFM (Pilot) and Sgt Bill Baird (Wireless operator/Air Gunner). He refers to the crew variously as Sgt Marshall and Co, Sgt Marshall et al or simply Sgt Marshall (and later, Sgt Marshall DFM). Fighters over the Desert page 19 Air War For Yugoslavia, Greece and Crete 1940–41 Perhaps Smithy (Bevington-Smith) had a memory lapse [ie in his mis-spelling of Farrington’s surname]. Seem to recollect he [Smithy] did not return to the Squadron after his accident on the raid of 22/1/41. After that time the crew was P/O Cox, Sgt Martin (Jerry), Sgt Hughes. [Cox, Bevington-Smith and Hughes had to force-land at Araxos on 22 January with the starboard engine afire. Flying on the port engine only, they arrived in the nick of time only to sink nose-down into the partly prepared runway. Smithy ended up in the nose, breaking his teeth on the bombsight. Eric and Pip Cox didn't get back to Paramythia until 15 February after this incident, and Dad apparently mis-remembered the detail of E B-S’ absence. Alison Legge has added that she and Allan Farrington were married in Athens that March, their marriage lines signed by S/Ldr Irvine.] page 65 ‘A’ FLIGHT 27/9/40 L1487 Sgt Peck, Sgt Clark, Sgt Martin (Ace) [The Western Desert air campaign is discussed in great detail in Air Historical Branch RAF – Narrative – Middle East Campaigns – Vol I – Operations in Libya and The Western Desert September 1939 to June 1941. Pages 9-64 indicate the intensity of activity undertaken from May to September 1940. After the loss of a Blenheim shooting-up ground targets on 5 July, ACM Longmore signalled ACdr Collishaw “...such operations unjustified, having regard to our limited resources of which you are well aware” (also noted in RAF 1939-1945 Vol I). Pages 66-70 discuss the Greek campaign and scarcity of resources to support it. See also J Marshall’s Log Book for this period.] 7/11/40 L1481 Sgt Marshall, Sgt Clark, Sgt Baird page 41 [The speed of this move and the subsequent, almost immediate offensive mission from Tatoi (Menidi) has been remarked upon in various sources. Despite pressure from General Papagos and others for close support of the Greek Army in Albania, AVM D’Albiac determined upon attacking strategic, rear targets; partly in order to conserve the slender force at his disposal. See D’Albiac, Report on Air Operations in Greece, opening paras. This policy continued until February, when the Western Wing was formed and 211 Squadron moved to Paramythia. Some more modern commentators have sought to criticise D'Albiac for rigidly adhering to Air Force doctrine. It is worth bearing in mind that before departing to Greece, there was an irate exchange of command level signals about the poor availability spares, lest the Bomber squadrons be provided with a single spare aircraft fuel tank per squadron! Likewise, in 211 Squadron, a stores officer who wangled spare engines beyond entitlement before departure was posted for his pains. Hardly inducements to low-level operations. Bombing-up is further discussed and illustrated in Blenheim armament and JE Fryatt] page 42 F/O Dundas, Sgt Page, Sgt Jones: hydraulics shot away (port engine controls hydraulics — turret, flaps, undercart) made a belly landing at Menidi. Sgt Marshall & co pursued; by evasive action & finally at ground level “Jock” got us out of it — with “Haggis” letting fly with the VGO & “Nobby” letting off Very lights; made Larissa, badly shot up, with the port engine in serious trouble — leave L1481 at Larissa, return to Menidi in a Greek Ju52 on 25/11. page 49 page 50 page 51-52 [See D’Albiac para 14. Despite the urgings of Greek commanders for close air support during this period, the Greek Government remained determined not to provoke the Germans, limiting RAF bases to those in the Athens area. In any event, the winter state of potential forward airfields and access to them was very poor.] 9/12 L1481 Sgt Marshall ‘C’ FLIGHT page 59 page 62 [The Commonwealth War Graves Commission commemorates these men on the Alamein Memorial—usually an indication that they are missing in action. However, according to a late 1950s International Record Cross report, the three Sergeants of L1540 lie in the Albanian village of Mavrove with its little church, some 10 miles (15km) from Valona (now Vlores) just east of the main road to the mountainous south. The village is more or less on the direct course from Valona to Paramythia.] page 64 page 65-66 page 67 or 68 19/1 L8533 Sgt James page 70 ‘A’ FLIGHT [ie Sgt Clark thereby returns to ‘A’ Flight, but to P/O Hooper's crew initially. P/O JCR “Jack” and P/O JGM “John” Hooper, the Rhodesian brothers, joined the Squadron on 23 January as pilots. Both survived the war.] page 75 page 78 move to Paramythia was on 10/2 not 9/2 10/2 L1481 Sgt Marshall} Menidi — Paramythia [RAF 1938-1945 Vol 1 p285 notes “a dry patch of ground for a few Blenheims had been found near the front”. D’Albiac (para 30) considered the Western Wing as comprising one Bomber Squadron (211 at Paramythia) and one Fighter Squadron (80 at Yannina, with the Air HQ). At Paramythia, detachments eg from 30 Squadron (Blenheim Is), 84 Squadron (Blenheim 1s), 80 Squadron or 112 Squadron (Gladiators and later, Hurricanes) arrived and departed as need dictated.] page 82 13/2 L6634 Sgt Marshall} Paramythia — Menidi — Paramythia page 84 page 85 page 86 [D’Albiac para 21 notes 4 Hurricane victories on this day] page 88 page 89 page 91 26/2 L8531 Sgt Marshall page 92 page 97 1/3 L8531 Sgt Marshall 2/3 L8531 Sgt Marshall page 99-100 page 103 8/3 L1496 Sgt Marshall page 105 page 105 page 114 page 114-116 “as the book” page 116 19/3 L8478 Sgt Marshall DFM 20/3 L8531 Sgt Marshall DFM page 118 page 120-123 [The continuing difficulty of transport by road or sea to Paramythia meant the Squadron freighting their own bombs.] page 123 page 123 page 125 page 242 [After circling the village of Vigla, Irvine was seen to fly, climbing, into fog shrouding the mountain-side. The next day, L8478 was found 50 feet below the peak.] L8478 S/Ldr Irvine†, P/O Davis† [sic: Davies], P/O Geary† and the “lucky” ones — Sgt Dunnet (W/C Coote) and Sgt Cavanagh (S/Ldr Cryer DFC) [Thanks to the 1979 and later efforts of Jock Marshall, Andy Bryce’s brother Jock and Jim Dunnet, details of the crash sites of the aircraft are now recorded, and the previously unidentified aircrew recovered by the RAF post-war for burial in Phaleron War Cemetery are now identified and commemorated there as far as they can be known. Those who today rest in Phaleron are noted thus † in the list above. All are commemorated on the Commonwealth War Graves Commission site, whether at Phaleron or on the Alamein memorial in Egypt. It was not possible, in the post-war Balkans, to recover all the lost aircrew. Godfrey and James survived the immediate action, but James died on the following Tuesday, when the two 208 Squadron Westland Lysanders in which they were being evacuated from Larissa were attacked and shot down shortly after take-off. Godfrey, still serving in the RAF, died in 1946 in a mid-air collision over Wales. Geoff Grierson’s collection includes an earlier photograph of one of these aircraft. S/Ldr Irvine was subsequently mentioned in despatches, 24 September 1941. In the knowledge that no fighter cover was available, Coote (OinC Western Wing) and Cryer had stepped forward to “have a look”. Coote, a very experienced officer, had sat in on earlier raids. For example, on 27 February he went on a 211 Squadron raid to Valona (now Vlores) in Albania, as Observer to one of the Hooper boys. The Squadron had already mounted two raids that day without loss and the seventh serviceable Blenheim had been on one of those, piloted by Jock Marshall with Bill Baird as WOp/AG. This operation is not recorded in my father’s Log Book—presumably some-one else went as Observer. Later that morning, Marshall was tasked to collect another aircraft and return to Paramythia. Delayed in his return, he and the aircraft were scrubbed from the later operation. The crew would, apparently, have been Marshall, Clark and Baird. Jim Dunnet has recorded the story of Easter Sunday in Blenheim Over The Balkans and, over the preceding twenty years, in several earlier forms (see Sources).] page 247 [& page 148] [See RJ Dudman for photographs of this occasion. While Short Sunderland in WW II p38,39 speculates that F/Lt Lywood (N9029) evacuated the young Yugoslav King from Kotor on 16 April, that is clearly wrong and Air War... more or less correct. The error arises from a garbled entry in the BAFG HQ ORB, repeated in Longmore's second Middle East despatch and later in various other accounts. Lywood's Kotor sortie was to collect diplomatic staff. Alison Legge recalled that her husband F/Lt Farrington, in an escort a/c tasked with firing colour of the day, arrived at Abu Sueir in Egypt with King Peter of Yugoslavia in an S79 on or about 17/18 April. In Farrington’s own account, however, he was actually aboard an S79 himself. Other records and pictures show that Peter did leave Greece, by Sunderland on 18 April, separately and before the Greek royal family. See the 13/4-15/4 and 21/4 notes below, EL Cooper’s Egypt photographs, WP Griffin, and HF Squire. As the Yugoslavs managed to get 4 S79s to Egypt, perhaps the Royal party changed to Yugoslav planes in Crete for some reason (logistics? State?). A similar account is given of the Greek Royal family evacuation: by RAF Sunderland to Crete, then by HAF aircraft on to Egypt. Certainly, from his own account, Peter was very seriously put out that the Yugoslav aircraft were impounded after arrival and thus inactive against the enemy.] page 246 15/4 L8533 Sgt Marshall DFM 15/4 L8533 Sgt Marshall DFM page 246-249 At least 2 Dornier 17s landed at Paramythia on the 13th [sic: 15 April, apparently] late in the afternoon (1700 or so), and one left for Eleusius [Eleusis] — our refuelling was very primitive. [There is a picture of refuelling Yugoslav a/c by hand-pump from 44 gallon drums in Len Cooper's collection.] Do17s and Savoia 79s continued arriving on 14th and 15th, some left; but we were already destroying gear which had not been taken to Agrinion. Those with fuel moved to Agrinion or Eleusis. On the 15th the raids began with 109s & Macchi 200s and had a pretty “open go”. Many Yugoslav aircraft destroyed or badly shot-up. Trouble was we had no gear at Paramythia, it had all gone to Agrinion, so 44 gallon drums of 100 octane were no help — we had no pumps — the desert 4 gallon cans were not part of this exercise! [Paramythia: JKRV arrivals April 1941 14 April: 1 Do17 (209 Eskadrila, serial 3348) arrives early in the morning followed shortly afterwards by 1 SM.79 (“White 12” of 7 Bomber Puk with King Peter and party). To summarise, 13 JKRV a/c can be confidently accounted for arriving from Jugoslavia at Paramythia between 14 April and 16 April, with possibly three others, rather than the 40-odd aircraft sometimes reported. At least five JKRV aircraft were destroyed on the ground at Paramythia (Do17s). Over the three days at least three JKRV aircraft returned from Menidi to Paramythia to evacuate JKRV personnel. Despite the state of tension and air recognition problems already alluded to, Yugoslav aircraft eventually arrived safely in Egypt. Air Historical Branch RAF Narrative: Middle East Campaigns, Volume VI - Operations in Greece (UKPRO AIR41/28 48457) shows that four Savoia S79s, two Dornier Do17s and three Lockheed L10 Electras were withdrawn to Heliopolis via Crete, in addition to the squadron of eight Dornier Do22 floatplanes at Alexandria. See also: PW Moss Impressments Log Vol IV Middle East & India (Air Britain), CF Shores, B Cull & N Malizia Air War for Yugoslavia, Greece and Crete 1940–41 and the autobiography of HM Peter, King of the Yugoslavs A King’s Heritage.] page 252 page 246 & 257 16/4 L1486 Sgt Marshall DFM [It was Nobby as the eldest, rather than Jock as the pilot, who got the bollocking next day. “I expected better of you at least, Clark!”. Ah well. They were very young.] 16/4 L8501 Sgt Marshall DFM page 258 [P/O Petar Todorovic Do17 3363 3rd MVB/3 Bomber Puk] page 260 “as the book” but unaware that we were under 11 Squadron control. page 265 [Diary of a Disaster... p229, incorrectly claims that the RAF ceased operations on 16 April. Air War... p265 cites 15 individual (solo) Blenheim sorties on the night of 20 April. A remarkable number of aircraft in the circumstances, but confirmed in the RAF Narrative: The Campaign in Greece 1940-1941 (AIR 41/28), where Appendix E is a summary Bombing Record for BAF Greece. For 19/20 April the record shows number of aircraft by Squadron and target as follows. All are Blenheim sorties:
According to RAF 1939-1945 Vol 1, shortly after this there were 15 Blenheims available in Crete. As to the attacking aircraft, the late Eric Bevington-Smith had the opinion that Me109s were not involved in the strafing. However, Len Abbs also recalls the 109s with their yellow spinners, and the Squadron’s Operations Record book (admittedly recompiled some weeks later) records “low-flying machine attacks by Me109s and Me110s”.] page 273-276 “the book” is somewhat confused — and no wonder — this all happened on 20/4 — 211 had no serviceable aircraft after the 109s & 110s had another “go” later — they even “killed” the poor old Valentia sitting out on the airfield fence. [See Note to Aircrew in Greece. Vickers Valentias and Bristol Bombays were the pricipal transport aircraft of RAF Middle East at this early period of the war.] page 274 [According to Diary of a Disaster, p228, “all papers were destroyed by fire”, citing AIR 24/1666, see source note 259. Likewise, Air War Against Germany and Italy 1939-1943 p82 notes that “some of the operational records are palpably reconstructions...the originals being lost or deliberately destroyed during the withdrawal”. In the UK National Archives at Class AIR 27, the Operations Record Book for 211 Squadron survives for the whole period September 1940–June 1941 and indeed the period from March to June is quite clearly a single running compilation, formed only of Form 540 summaries, with no Form 541 records of aircraft operations, and signed as a single document by S/Ldr Blomfield. Given the period reconstructed, it may be that Squadron records were lost or destroyed during the brief withdrawal to Menidi from 22 March after the Italian shoot-up of Paramythia, if not lost on final evacuation from Greece in late April. See also Afterthoughts Note 1.)] 21/4 N9029 F/lt Lywood [Short S.25 Sunderland, 230 Squadron] [F/Lt Lywood in N9029 had evacuated HM King Peter of Yugoslavia via the same route on 18 April. Short Sunderland... p39 shows the young King, still in the tweeds he wore at Paramythia, aboard a lighter with RAF personnel. 230 Squadron (F/Lt Francis) was also responsible for the evacuation of the Greek Royal Family, and AVM D’Albiac and his wife] 22/4 N9029 F/Lt Lywood In this section, my father described events by selectively listing entries from his Log Book (showing date, aircraft no, crew, destination, home airfield and purpose). To these entries he selectively added comments, recollections and page references to Shores’ Dust Clouds in the Middle East. Operations in Palestine and Syria 16/5 L4910 Sgt Marshall DFM [My father’s navigation notes for this task remain to this day in his Log Book, recorded on the back of a blank RAF Form 96A Message Form, with his pencilled map of the southern coast of Cyprus showing landmarks for Nicosia and Larnaca and annotated as follows:
Red is the colour of the day, for the Very pistol flare cartridge to be fired from the a/c for recognition on arrival. Track 342 is the course to be made, in degrees for setting on the pilot’s compass. 200 mls is the estimated distance over water. Air navigation: sounds simple when you say it quick. Bill Baird’s log records this sortie in similar terms: “16th May '41 0930 L4910 Sgt Marshall pilot, Sgt Clark Obs., self as W/op.AG When 250 Squadron was withdrawn to the Delta in mid May, this small flight was detached for duty in Cyprus: F/O Wolsey and P/O Caldwell (later Group Captain CR Caldwell DSO DFC & bar). The nature of the 211 Squadron escort duty (navigating) perhaps reflects the long over-water leg. Not impossible to navigate in single-seaters but somewhat risky, as the various tragedies trying to get aircraft into Malta attest. However, navigation was not the sole purpose of the jaunt. The 211 Squadron ORB records this as the only duty that day: “Aqir May 16th Sgt Pilot Marshall with Sgts Clark & Baird in Blenheim L4910 [a Mark I] escorted two Tomahawks to to CYPRUS and took ground guns and ammunition to our forces there. The Blenheim returned the same day.” Shores' Dustclouds... pp 186-187 provides the clincher on the 250 Squadron pilots: “Fri 16 May [...] A Blenheim of 211 Squadron escorted Flg Officer Wolsey and Plt Officer Caldwell to Cyprus, where they were to be ready to defend the island against air attack.” Group Captain Clive Robertson Caldwell DSO DFC & Bar Polish Cross of Valour flew with both the RAF and RAAF during World War II, in the Middle East, Europe, Australia and New Guinea. He ended the war with a score of 28.5, fourth highest scorer of any Australian pilot in either of the World Wars. Caldwell knew how to stick his neck out in more ways than one. The Morotai affair, in which he and others took on RAAF authority over apparent misuse of fighting airmen is well recorded.] 17/5 S/Ldr Blomfield now CO 211 Squadron 26/5 V5911 [sic, V5818] Sgt Marshall DFM 30/5 V5585 [sic V5946] Sgt Marshall DFM 31/5 V5585 Sgt Marshall DFM [The 211 Squadron ORB entries for May were compiled around the end of June or later, in reconstructing the Squadron records for April onwards that had been lost in Greece. This may account for differences in dates. In transcribing his log, Dad for some reason added a different aircraft identity for 26 May. Originally he only recorded the last two digits of the serial, which Bill Baird recorded in full as Z5818. Such details are often tricky. Other records show that Z5818 had been lost with 82 Squadron on 2 April, and that V5818 was in the Middle East and reported missing on 28 May. While the author's Log Book entry for 31 May is clear, Bill Baird recalls that Sgt Davis and crew failed to return on 28 May, having taken the place of Marshall, Clark and Baird on the roster. Bill is certain of the date as it followed his 20th birthday. The CWGC entry for these men also dates their loss to 28 May. Without wishing to labour the point, it should be clear by now that records and recall are very tricky things.] WADI GAZOUZA AND 72 OTU 4/6 211 Squadron re-formed and posted to the Sudan (Wadi Gazouza) to form 72 OTU in the main for Australian aircrew training. 5/6 L8443 S/Ldr Blomfield 11/6 L8390 F/Lt Dundas 26/6 L1097 Sgt Watkins 27/6 L1097 Sgt Watkins [July 1941–January 1942: 72 OTU operations, exercises, search and rescue: recorded in the author’s Log Book but not included in his summary.] 3/1/42 211 Squadron released from 72 OTU: 10/1 V7892 [sic Z7892] Sgt Marshall DFM Helwan — Aboukir 10/1 V7892 [sic Z7892] Sgt Marshall Aboukir — Helwan 14/1/42 Sgt Marshall, Sgt Clark, Sgt Baird posted to MEP (Middle East Pool) hopefully on way back home. MEP was at Suez. 25/1/42 Sgt Clark posted to Air HQ Cairo for “movement” to Air Defence HQ, Pretoria.We have a lot to say about this — quite an argument with MEP staff — splitting a crew and so on — all to no avail: Sgt Clark is POSTED! Here is your travel warrant —get going! 26/1 Air HQ Cairo 5/2 G AD-UW Captain Mountain —Empire Flying Boat “Castor” AFTERTHOUGHTS [The 211 Squadron Operations Record Book for the period March to June 1941 was beyond doubt compiled after the events to which it refers, as a single running summary on Form 540 sheets, hand titled, with no “dailies” nor Appendices for the whole period—see Operations in Greece 21 April discussion and also the comments next below.] 2. How much of the information is hearsay, recollection, or recorded fact? That for 84 & 211 Squadron seems pretty thin on the ground (and in the air). [Shores & Cull had access to official records like the 211 ORB, to the usual printed sources including Charles Lamb’s engaging account of 815 Squadron FAA activities in Greece—Lamb repeatedly refers to Paramythia as in Albania—and had contributions from various surviving personnel including two 211 Squadron members and several FAA members, but no-one from 84 Squadron.] 3. How did Paramythia accommodate all the units nominated as based there, groundcrew, aircrew, aircraft; 211 occupied all the available space. Occasional visits by 3-9 aircraft from 84, 30, 33, 70 and a couple of Swordfish of 815 had to fit in as best they could & seldom if ever stayed overnight — see page 184, “Order of battle” (and that is incorrect 112 not there) [ie 112 Sdqn was not based at Paramythia, although the OOB suggests this. However, as to the units and number of aircraft present my father (though at his fiestiest) was mistaken. On several occasions in February and March there were indeed a great many RAF aircraft on the airfield. For example, on 12 February at least 22 aircraft were operating from Paramythia, from 211, 84, 30 and 37 Squadrons, while in the afternoon of 20 February some 37 aircraft operated as two separate groups.] 4. How come no mention is made of the lack of prime armament (bombs) at Paramythia; operational sorties were, at times, rationed for this reason. Aircraft flew to Menidi to pick up bombs!! [The late Eric Bevington-Smith noted in correspondence that he did not recall any RAF aircraft staying overnight, nor rationing of bombs, at Paramythia. As I understand it, the level of command contact between Flights (and between Sgt crews and Officer crews) was little...anyway, Dad's log book records three occasions with 4x250 brought from Menidi...along with certain other essential items! And there is plenty of other 1st hand comment about the supply problems and the to-and-fro of aircraft from other units, detached or “visiting”.] 5. How did 40 odd Yugoslav aircraft park at Paramythia? On top of each other!! [Although there are a number of independent reports, including official Intelligence Summaries, quoting 40-odd Yugoslav aircraft at Paramythia in late April, the most definite account compiled from Yugoslav records and participants arrives at a count of 13, possibly 16, aircraft. It is not possible to be completely certain about the number, or the source of the overstated estimate: speculatively, a signal garble or transcription error may be at fault.]. 6. The events of 20/4-21/4 were chaotic: seems that as 211 had NO aircraft left on 21/4 they were shunted out of it — to save aircrew? [Probably. The general approach to withdrawal provided for an air echelon and a ground or sea party. The evacuation from Greece, from Sumatra and from Java all proceeded on that basis. The first two were successfully executed, but the third attempt was forestalled by lack of shipping and by the general surrender. For the places available, some preference was given to both aircrew and to skilled groundcrew, while the Squadron Adjutant (F/Lt Bright) and Padre remained behind to face captivity with the remaining groundcrew. A difficult choice.] 7. How did L1481 survive to be flown by 11 Squadron after 21/4? see [Shores & Cull] page 276. [The compiler has added notes which relate to these puzzles at appropriate points in the text, from the various available sources. These recognise the difficulties of the campaign and are in general agreement with each other, but do not resolve all the puzzles, and occasionally add to them. The quotations are therefore sensibly selective. For any sort of comparison in detail, primary sources are indispensable, although they are not error free, any more than is memory 50 years after the event. Air Historical Branch RAF – Narrative – Middle East Campaigns Volume VI – Operations in Greece (UK NA AIR41/28) is a very useful summary compiled from primary sources though not completely in agreement with the 211 Squadron Operations Record Book (TNA AIR 27) and the HQ BAFG ORB (TNA AIR 24/1666). As noted above, these documents clarify how some of the puzzles came about. Copies have been lodged in the Australian War Memorial in the private papers collection, as part of the CFR Clark collection for 211 Squadron RAF, Greece, 1940–1941, AWM reference PR00974.] Selected photographs from the collection of CFR Clark, either taken by him or the common property of the Squadron. Original captions, print numbers and negative numbers in italics, with additional notes by the compiler. This final part includes practically all of the 211 Squadron photographs in the one small album that my father kept of the period. Before the struggle...
Sgt CFR “Nobby” Clark & Miss Betty Ruth Hawkins 1940. The original title is a reference to the newly acquired Observer’s badge. This is very probably their engagement photograph in May 1940. Aircrew cherished their originally issued insignia, fought successfully to retain them as musterings and badges changed, and (for Observers, at least) awarded their own robust Anglo-Saxon nickname to the badge. El Dabaa and Egypt
Many of these photographs were carefully hand-numbered in one or more systems - in this case, (312 18-3). These numbers seem to represent a desired print order and a separate neg recording sequence. The original negative collection, which may have provided the key to the systems and many wonders besides, was destroyed in the 1970s. A single red leatherette album of mainly 3”x4.5” prints is all that remains. Convoy WS2 en route to the Middle East from the UK, mid September 1940.
Bathroom suite, bedroom suite, mechanic’s bench: in the desert all were fitted out in the same “tinware” style. There was never any shortage of 4 gallon petrol tins.
At this date, while the level of camouflage is still quite rudimentary, that may be a dugout, far left. The bathroom suite is apparently the deluxe model. The airfields of Dabaa and Quotaifiya were quite close to each other, as the title suggests. There is a telegraph line crossing the skyline, a single pole visible extreme right.
No camouflage, and dispersals barely acknowledged, two aircraft within feet of each other. A slightly elevated shot, the shadows long in (perhaps) the early morning light. The structure at the far left is a servicing bay constructed of 4 gallon fuel tins, occupied by a third aircraft.
Taken immediately after the preceding shot. The carefully arranged stonework maybe drainage or decoration. The two aircraft to the right are certainly wearing the UQ code and individual codes. The rightmost machine is possibly UQ-A.
Four 211 Squadron aircraft under maintenance or fully protected with the luxury of engine and cockpit covers, and resplendent in the pre-war code LJ (“no evidence of use” according to Lake!). L1490 R-Robert leading, and L1488 next in line. In the foreground, two lines of 4 gallon tins. Between them lie a set of covers and, left of centre, a fitter’s toolbox. Here the photo numbering sequence presents a little puzzle. This must be one of the shared photos they delighted in and, despite its 24-1 number, taken pre-War before the later UQ code had been applied. Here the markings are slightly unusual: the large under-wing serials are accompanied by a three-colour (Type A) roundel, while the fuselage carries the Type B roundel. Shot on orthochrome film. Another wonderful shot like this, Aircraft at El Dabaa, is to be found in Michael Sainsbury’s collection.
The sea on the horizon, a confident group, some sockless, two with the preferred “fore-and-after”, Taylor nursing his sola topee. Barber and Taylor were both lost early in Greece, on the 7 December 1940 Valona raid.
A favourite pastime.
Certainly Half Way House, Dad. AC Wingrove had a slightly cropped print of this same shot, down to the foot of the seated airman. The convoy of Fordson trucks is led by a heavy utility or staff car, possibly a Humber.
This is the caption pencilled on the rear of the photo. The caption in the album is more sedate - “coming in to land” - perhaps for the benefit of my mother. The aircraft are in close formation, at 50 ft or less and very probably “maximum everything”. At this speed and height, momentary inattention could easily produce a result “not in accordance with expectations”. They delighted in it. The noise would have been terrific. In the background are the scattered bell tents of their mates.
A fine shot from the turret of a close 211 formation over Alexandria harbour, most probably mid-late 1940. The ship is a member of the Revenge or ‘R’ class, several of which were active in the Med during the early part of the war. By the smoke deflector, possibly Resolution (torpedoed off Dakar in September 1940, but survived to refit in the USA and UK and serve in the Far East).
Nicely lined up, they have passed over the bows, proceeding sternwards. Numbered as the next shot in the sequence, some time has evidently elapsed in executing a circuit. The tenders have moved, and B turret is now trained over the starboard bow. Members of the Queen Elizabeth class were also heavily engaged in the Med, including Barham, Valiant and Warspite. Torpedoed off Sidi Barrani, Barham was lost in November 1941. The massive explosion as she rolled over, one of the stock shots of naval warfare documentaries, was horrific. 861 men were lost but remarkably, there were 450 survivors. Queen Elizabeth herself was damaged at anchor in Alexandria harbour in the famous attack by Italian frogmen, while Warspite survived an attack by Do 217s of III KG 100 firing Ruhrstahl SD 1400X Fritz X radio-controlled missiles late in September 1943.
Far below, is that the straight line of the Western Desert road? Possibly UQ-Y. See below.
The serial number, in the L4xxx series, cannot quite be made out. The UQ code may be in red, possibly in grey, and the aircraft apparently wears an individual letter, almost completely obscured, possibly Y-Yoke. Apparently in European paint, Type A roundels, no under-wing serials and the full fin-flash. These two photographs may show the same aircraft, shot on panchromatic film. Greece
A familiar view across the airfield. From Christmas Eve 1940 to 22 January 1941, my father briefly left ‘A’ Flight and his crewmates Jock and Haggis to join Jimmy James in ‘C’ Flight while Andy Brice was on sick leave. Given the title, the photo is quite likely to be from this period. Two figures in the foreground make their way among tyre-tracks to the dispersals on the other side of the field. There both tents and more permanent huts can be made out, a Blenheim between them. The aircraft on the far right edge of the photograph is a Blenheim, only partly in shot. Paramythia
For modern views of Menidi and Paramythia, see Tatoi today
For Sgts Marshall, Clark and Baird, L8531 was “their” aircraft. Bombed-up with 4x250, L8531 was set on fire in the course of the attack and blew up. In this sequence, the author observes proceedings from a slit trench, camera at the ready. “It went up with a helluva whang!” he remarked in 1998. They waited a decent interval before inspecting the remains. In the background of the last photograph, still standing, a Blenheim to the left and a Gladiator to the right. The whole point of dispersals, of course. It is clear from the several accounts and records that Paramythia was attacked a number of times (22 March, 23 March or 26 March, and 15 April). Reports of the dates and damage from the various raids vary, but perhaps as many as 8 aircraft in varying states of serviceability were destroyed in all. Of the 22 March attack, the Squadron Operations Record Book records, noncommittally, “Two aircraft were destroyed on ground”. This is the only attack on Paramythia recorded in the ORB. As a unit diary, this might be thought to be authoritative. It might also be taken to mean a record only of 211 aircraft lost. Yet that is not the whole story: the ORB for the months of March, April and May is without any doubt whatsoever a later reconstruction, apparently compiled in Palestine. Then again, the 24 March Situation Report sent to US President FD Roosevelt records: “8. ALBANIA. On March 22nd, 5 Italian bombers escorted by 15 fighters attacked Paramythia Aerodrome (SW of Yannina) without success; later 12 fighters machine-gunned aerodrome, destroying 3 Blenheims on the ground and damaging another, also a Wellington. One enemy fighter reported destroyed and another damaged by anti-aircraft fire. A third attacked aerodrome, was driven off by our fighters.” According to Shores & co, the day’s losses on the ground at Paramythia were initially one Blenheim destroyed by fire (clearly L8531) in the dawn raid, then a second wave damaged “two of the bombers”, finally the afternoon strike destroyed an unserviceable Gladiator of 80 Squadron and an unserviceable 37 Squadron Wellington. No mention is made of a raid on 23 March, but of one on 26 March and the final raid on 15 April. Mick Dudman’s diary records raids on both Sat 22 (“3 of our planes” lost) and Sunday 23 March (4 planes, Blenheims and 1 Wellington), some of which activity he, too photographed, though not all his dates are consistent with his diary. Taken all together, then, these and the other reports represent a further classic example not only of the difficulties often faced under fire, but of the vagaries of research and recall 50 or 60 years later. To summarise, the strafe on 22 March was serious enough to result in (temporary) withdrawal of aircraft to Menidi, but it did not stop them returning to mount further operations under fire to the bitter end. We are fortunate indeed that Dad, Mick and Titch survived to share their photographs with us. Wadi Gazouza and South Africa
A line of parked trucks in the background as the wind bellies the tents.
[47 Air School Queenstown, South Africa. Celebrations about to commence. A happy shot. Dad was at 47 AS as a navigation instructor from March 1942 to late 1944, moving to 48 Air School at Port Elizabeth from July 1944 to February 1945.]
Safe at last
Dad is still in his Flying Officers uniform, the promotion having already been confimed. He wears the ribbon of the Africa Star. Demob is some 7 months away. Sources Baird W RAF Form 1767 Observer’s and Air Gunner’s Flying Log Book 1940, 1941 entries Clark CFR & Clark DR 211 Squadron RAF, Greece, 1940–1941: An Observer's Notes and Recollections (Canberra 1998). Cyril Frederick Robert Clark 1916-2003 Husband and constant companion of 58 years to Betty Ruth Clark née Hawkins (late of Buckinghamshire), father to Allen Clark and Donald Robert Clark, grandfather to Robert Ian Clark. Survived by his wife and sons and their families, by his sister Joan, niece Ruth and her family. An indomitable spirit to the end. Died peacefully on Tuesday 30 September 2003 at Port Kembla Hospital attended upon by his younger son, after a long illness. They may rest from their labours; and their works do follow them. Revelation 14:13 Sources Baird W RAF Form 1767 Observer’s and Air Gunner’s Flying Log Book 1940, 1941 entries Clark CFR & Clark DR 211 Squadron RAF, Greece, 1940–1941: An Observer's Notes and Recollections (Canberra 1998). www.211squadron.org © D Clark & others 1998–2010 |
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