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Meyer, Edward Stirling, son of William Charles Bernhard Meyer MD FRCS and Alice Elizabeth Stirling, writer, d. of Col. Alexander Surlmg, Black Watch, of Perth; b. 8 Dec. 1920; adm. Sept. 1933 (KS); Capt. of the school 1938-9; left July 1939; Ch. Ch. Oxf., matric. 1939; Black Watch 1941-4 (Capt.), wounded, despatches (Middle East) Jan. 1944; killed in action (NW Europe) 1944.

Edward Stirling Meyer was born at Marylebone, London on the 8th of December 1920 the elder son of Dr William Charles Bernard Meyer BA MB Ch.B FRCS, a surgeon, and Alice Elizabeth (nee Stirling) Meyer MA, a writer, of 215, North End Road, West Kensington in London. He was educated at the Froebel Institute, Westminster and at Westminster School where he was admitted as a King’s Scholar from September 1933 to July 1939. He was awarded the Science VI Form Prize in 1936. He was a member of the Cricket XI in 1938 and 1939 and was a member of the Rowing VIII in 1939. He was a member of the Eton Fives team from 1937 and was a member of the First Pair in 1938 and 1939 and served on the Committee of the Debating Society in 1938. He was elected as Captain of Gym in 1938 and was a member of the Squash team in the same year. He was a member of the Officer Training Corps and was promoted to Lance Corporal in September 1937. He was Captain of School from 1938 to 1939. He won the Westminster Scholarship to Christ Church, Oxford and matriculated in 1939. He did not complete his degree as he left the College for military service.
He was commissioned as a 2nd Lieutenant in the Black Watch (Royal Highlanders) on the 12th of March 1941 and was promoted to temporary Captain on the 13th of January 1944. He was wounded in the Middle East in 1943 and was Mentioned in Despatches for: -“Gallant and distinguished services in the Middle East”, which was announced by the War Office on the 13th of January 1944.
At 8am on the morning of the 10th of June 1944, the 7th Battalion, Black Watch arrived off the Normandy beaches at Courseulles-sur-Mer and began unloading at 6am the following morning. On the 20th of June 1944, the Battalion relieved the 3rd/7th Gordon Highlanders at the Bois de Bavent. They occupied the positions in the thick woodland where they were under sniper fire and they came under shell fire during the afternoon. The following day enemy patrols probed their positions and they were subjected to further shelling. On the 22nd of June, they came under heavy shell and mortar fire throughout the day and suffered casualties of two men killed and six wounded. On the 23rd of June, B Company was approached by an enemy tank which was repelled and later, the Regimental Aid Post received a direct hit from an enemy shell which killed three men. That afternoon Edward Meyer lead a patrol out towards the German lines to a position known as “Timber Post”, to the east of the Battalion’s positions, where he heard an enemy working party, but did not engage them before returning to the woods.
On the 26th of June 1944, the Battalion was relieved by the 7th Battalion, Argyll and Sutherland Highlanders and was to move to Escoville. At noon, during the relief, heavy shelling and mortar fire fell on their positions and Edward Meyer was killed by the explosion of a mortar shell. Two other men were killed and four more were wounded.
The Westminster School magazine, The Elizabethan, wrote of him: - “He was a boy of all-round ability, and conspicuous among his qualities was the indomitable courage and determination by which he triumphed over an almost excessive natural shyness and over disappointments resulting from ailments and accidents. He was training for the medical profession, but threw it up to join the fighting services.”
He is buried at La Delivrande War Cemetery Plot V, Row A, Grave 6.

Mellor, Philip Evert McIlvaine, brother of Anthony Wright Camac Mellor (q.v.); b. Feb. 5, 1903; adm. May 2, 1917 (H); left July 1921; St. John's Coll. Camb., matric. Michaelmas 1921; played football (assoc.) against Oxford 1925; B.A. 1925; inspector, Sudan Plantations Syndicate Ltd., Oct. 1925; 2nd Lieut. Leicestershire Regt. May 11, 1940; transferred to 1st Batt. Parachute Regt. Aug. 1, 1942, and was one of the pioneers of parachuting; Capt.; M.C. Feb. 12, 1943; killed in action in North Africa, Feb. 1943.

Philip Evert McIlvaine Mellor was born at Kensington, London on the 5th of February 1903 the third and youngest son of Sir Francis Hamilton “Frank” Mellor Kt. BA LLB KC, a barrister at law and judge, and Lady Elizabeth Markoe (nee Camac) Mellor of 53, Victoria Road, Kensington in London and of “Woodvale”, Rotherfield Greys, Henley-on-Thames in Oxfordshire. He was christened at St Stephen’s Church, Kensington on the 14th of March 1903. He was educated at Westminster School where he was up Homeboarders from the 2nd of May 1917 to July 1921. He was a member of the 1st Cricket XI in 1921 and the Elizabethan wrote the following on his season that year: - “Bowls a good off break but does not vary his pace enough. A poor bat, because his left leg is never anywhere near the pitch of the ball; should make more use of his wrists and less of his forearms.” He was a member of the 2nd Football XI in 1919 and of the 1st Football XI from 1919 to 1921 where he played at left half. The Elizabethan wrote the following on his 1919/20 season: - “A splendid tackler, who never knows when he is beaten. Feeds his forwards well, but apt to give his passes too much in the air. Marks his wing man very closely, but might with advantage converge more into the centre when play is near his own goal.” They wrote the following on his 1920/21 season: - “A sound and reliable half back. But has the great fault of lying too far back and thus concentrating on defence to the entire exclusion of attack.” He was awarded School Colours for Football in 1921.
He matriculated for St John’s College, Cambridge in 1921 on a Marquess of Salisbury Exhibition and graduated with a BA in 1925. He was awarded a “Blue” for Association Football against Oxford in 1925. On leaving university he joined the staff of the Sudan Syndicate Ltd in October 1925, where he was appointed as an inspector.
He enlisted as a Private in the Scots Guards before attending the Officer Cadet Training Unit at the Royal Military College, Sandhurst from where he was commissioned as a 2nd Lieutenant in the Leicestershire Regiment on the 11th of May 1940. He transferred to the 1st Battalion, Parachute Regiment on the 1st of August 1942 where he was one of the pioneers of military parachuting.
In November 1942, the 1st Battalion, Parachute Regiment embarked for overseas service on board the passenger liner Arundel Castle and set sail from Clydeside. They disembarked at Algiers from where they marched to the airfield at Maison Blanche.
On the 16th of November 1942 the Battalion boarded aircraft at Maison Blanche and took off at 11am for an operation to capture the airfield at Souk-el-Arba which was thought to be held by Vichy French forces. It was not known whether the French would oppose the landing. The Battalion landed on the airfield at 1.30pm where they were met by a French officer and no opposition was met. At 5pm they formed up and mounted transport to move to Beja from where they mounted patrols over the next two weeks. On the 17th of November, S Company set out from Beja to the area of Sidi N’Sir from where they were to attack enemy outposts around Mateur. The following day they planned an ambush on an enemy column which had been seen at 7am that morning heading for Sidi N’Sir and was expected to return along the same route. The paratroopers were in position at 7.30am and at 10.30am the German column, which was made up of three eight wheeled armoured cars and three light reconnaissance cars, returned. Mines had been laid across the path of the returning vehicles and the paratroopers held their fire until the first vehicle struck a mine. Philip Mellor and his men rushed forward with Gammon bombs and quickly knocked out two of the armoured cars as well as two of the scout cars and killed their occupants. Those Germans who had not been killed or wounded in the first five vehicles surrendered without a fight and eight prisoners were taken.
At 8pm on the night of the 29th of November Philip Mellor led a patrol out along the Mateur Road to capture enemy prisoners for interrogation. As they advance on foot on either side of the road at 12.43am they came under fire from automatic weapons and a light machine gun from their left. They returned fire and threw grenades at the enemy who quickly fled back to their armoured car and left hurriedly. Mellor then sent half his men back to base and continued on with the other half. The patrol was three and a half miles from Mateur when they ran into an enemy road block. During an exchange of fire Philip Mellor’s helmet was perforated by a bullet but he was unharmed.
On the 1st of December 1942, the Battalion attacked enemy positions at Coxen’s Farm near Medjez-el-Bab. The following day a report was received that enemy troops were arriving in trucks on the Mateur Road and Philip Mellor’s Platoon was sent to investigate. When he and his men arrived there they met heavier opposition that had been expected and after a short fire fight, in which they suffered three casualties, they were forced to disengage. On the night of the 11th of December 1942, Philip Mellor led a patrol which attacked enemy 88mm gun positions. They killed a number of the enemy and returned with five prisoners.
For his actions since landing in North Africa he was awarded the Military Cross, which was announced by the War office on the 11th of February 1943. The recommendation for his award read as follows: - “For most conspicuous gallantry. Throughout all operations and actions between 17 Nov., and 24th Dec., Lieut. Mellor’s conduct has been an outstanding example to all ranks under his command and to the Battalion as a whole. On no less than four occasions he has displayed gallantry of the highest order and a total disregard for his own safety. On the morning of 18th Nov., an ambush was laid on the S’nsir – Mateur rd., to destroy a strong armoured patrol of the enemy. This officer led a strong group of bombers to attack the armoured vehicles. He attacked and immobilised one armoured vehicles, and destroyed and killed the occupants personally of one scout car at a range of about five yards. On the 29/30 Nov., Lieut. Mellor was in command of a fighting patrol which was ordered to raid enemy positions in Tunisia. The patrol encountered and destroyed an enemy section post. The patrol then withdrew and Lieut. Mellor went forward alone to within three miles of Mateur and brought back valuable information as to enemy dispositions on the road. On the 2nd December Lieut. Mellor was ordered to take two sections in carriers to attack enemy troops which were seen in the area of a farm. On arriving at the farm he attacked but was forced to withdraw owing to intense machine gun fire. On withdrawing under cover he found that one man was missing and without a thought for his own personal safety he returned and brought back the missing man. On the 10/11 Dec., Lieut. Mellor was in command of a fighting patrol which was ordered to attack and destroy an enemy A.A. gun position and bring back prisoners. He attacked the position and captured five prisoners and damaged the gun. The attack was made in the face of heavy machine gun fire and it was only by the personal courage and leadership of Lieut. Mellor that the post was taken and invaluable information obtained. On many different occasions Lieut. Mellor has taken part in long daylight reconnaissances in and behind the enemy positions & brought back information of extreme value concerning the enemy positions and by his courage & inspiration set an example of the highest order to all ranks.”
On the 3rd of February 1943, the 1st Battalion, Parachute Regiment was to attack enemy positions on two hills at Djebel Mansour. R and T Companies were to lead the attack with S Company in support. Once the position had been secured they would be relieved by the 3rd Battalion, Grenadiers Guards. As the two leading Companies began to climb the steep slopes in the dark it began to rain. They were following white tapes which had been laid to help them find their way in the dark. S Company, which was following, was also following the white tapes but, by the time they passed up the hills, the tapes had been cut and they headed off in the wrong direction.
R and T Companies managed to get very close to the enemy positions without being spotted and then rushed them at the point of the bayonet. After heavy hand to hand fighting they had secured both of the positions of Djebel Mansour and Djebel Alliliga. Meanwhile, S Company had run into a minefield where it is thought that Philip Mellor had trodden on a mine as he was seen to have lost a leg and to have been wounded by machinegun fire. The Company continued on and launched its attack. Philip Mellor was last seen crawling towards the enemy machine guns firing his pistol and it was reported that when his body was recovered it had seventeen bullet wounds. He was buried where he fell but the site was lost in the subsequent fighting.
Sergeant Eric Seal of S Company later wrote of the fighting: - “In the battle for Djebel Mansour, S Company suffered very heavy casualties, including Lieutenant Mellor who was killed attacking a machine gun post, which was typical of the man; thus died an irreplaceable soldier.”
He is commemorated on the war memorial at St John’s College, Cambridge.
He is commemorated on the Medjez-el-Bab Memorial Face 34.

May, John Seaburne, son of John May, of Kensington by Lucy Mary, daughter of John Hey­wood, of Manchester; b. Feb. 26, 1896; adm. Sept. 22, 1910 (G); left Easter 1911; served in Great War I; Lieut. R.F.A. March 14, 1914; resigned his commission on account of ill health Jan. 29, 1916; secretary of Phyllis Court Club, Henley-on-Thames; served in Great War II as Lieut, R.N.V.R., in command of a trawler; wounded; acting Lieut.-Cdr. (Admn.) Dover; invalided for a disability contracted in Great War I; m. June 8, 1944, Evelyn Betty, daughter of Henry Chapman, of Wetherby Mansions, South Kensington; d. of disabilities contracted on active service Dec. 15, 1945.

John Seaburne May was born at 8, Kensington Court Place, Kensington, London on the 26th of February 1896 the son of John William Freckleton May, a gentleman, and Lucy Mary (nee Heywood) May of 8, Kensington Court Place, Kensington, later of 59, West Cromwell Road, Kensington. He was educated at Wykeham House School, Worthing and at Westminster School where he was up Grant’s from the 22nd of September 1910 to Easter 1911. He went on to Bloxham School where he served as a Private in the Officer Training Corps until the 24th of December 1912. On leaving school he went to work as an apprentice engineer at the Vickers Ltd Works at Erith.
He applied for a commission in the 4th Home Counties (Howitzer) Brigade, Royal Field Artillery on the 13th of November 1913, in an application which recorded that he was 5 feet 10 inches tall and that he weighed 140lbs. He was commissioned as a 2nd Lieutenant in the Royal Field Artillery on the 14th of March 1914. He was mobilised on the outbreak of war and was promoted to Lieutenant on the 17th of October 1914. In December 1914 he was posted to the 5th Kent Howitzer Battery based at Sheerness. On the 7th of December 1914 he applied for a transfer to the Royal Flying Corps but, receiving no response, he wrote again on the 7th of March 1915. He was attached to the Royal Flying Corps and was posted to South Harrow on the 5th of May 1915. He obtained a Royal Aero Club Certificate (No. 23699) at the Military School, Ruislip on the 8th of July 1915 while flying a Maurice Farman biplane. He was involved in an aircraft accident the following month in which he sprained his right wrist. A Medical Board, which sat at Caxton Hall reported that he had undergone an examination at Ruislip on the 30th of July 1915 which had revealed that he had a very enlarged heart and a double murmur which had been aggravated by his service in the Royal Flying Corps.
He was released from the Royal Flying Corps on the 14th of August 1915 and returned to his unit as it was considered that he would not make a suitable pilot on account of his health.
A Medical Board, which sat at Sevenoaks on the 15th of December 1915, reported that he had been examined at Woolwich Hospital on the 11th of August 1915 and had been diagnosed with hypertrophy and that he had a pulse rate of 120. He was also suffering from anaemia and they concluded that he was “totally unfit for service at home or abroad.” He resigned his commission in the Royal Artillery on the grounds of ill health on the 29th of January 1916.
He was commissioned as a Flight Sub Lieutenant the Royal Naval Air Service on the 18th of June 1916. He was attached to HMS President II on the 8th of July 1916 and was posted for flight training to Chingford on the same date. His appointment was terminated on the 9th of October 1916 as he had lost his nerve for flying and he left HMS President II the following day. He applied to be reinstated but this was declined on the 30th of October 1916.
He applied for a regular commission in the Royal Garrison Artillery on the 11th of November 1916. He was commissioned in the Royal Garrison Artillery on the 5th of December 1916 and was seconded for service with the Tank Corps in June 1917. He served as a workshop officer at Woolwich in October 1917 and with J Battalion at Bovington Camp in November 1917. He embarked for service in France at Portsmouth on the 24th of December 1917, landing at Rouen on the 26th of December where he joined the 10th Battalion, Tank Corps in the field. He was based at Bapaume when he was taken ill on the 7th of April 1918 suffering from chronic endocarditus.
He left his unit on the 8th of April and was evacuated back to England from Calais on the 12th of April, landing at Dover later the same day. He was admitted to Kitchener’s Military Hospital at Brighton the following day where a Medical Board sat on the 11th of June 1918 to report on his case: - “Began with severe diarrhoea – followed by constipation, headache, pains in limbs, no joint involvement. Also shortness of breath. Admitted KMH April 13th 1918. No fever or diarrhoea since. Heart enlarged to left fingers breadth one beyond left nipple line. Evidence of sortie incompetence with possibly mild grade of stendosis as well, also at apex – a soft blowing systolic transmitted to axills. Patient kept at rest for some weeks iv Digitalia and symptoms subsided.”
A later Medical Board, which sat on the 14th of August 1918, found him to be fit for military service and was released from hospital on the 20th of August. On leaving the army he returned to work as an engineer and later became a salesman.
He was married at Preston Parish Church, Sussex on the 15th of March 1919 to Helen Olga (nee Morris) of Hove and they lived at 4, Lyndhurst Corner, Hove and later at Grenville Cottage, Keymer in Sussex. They had a son, Ivan Heywood, born on the 4th of December 1921. They lived together until September 1926 when he left the marital home on the grounds that she was converting to Roman Catholicism. She later moved to Villa Botticelli, Via Cortivallo, Lugano Baso from where she filed for divorce on the 25th of May 1928 on the grounds of his regular cohabitation with Hilda Hahn at 79, King’s Head Road, Brighton and at the Peacehaven Hotel, Peacehaven between June 1927 and February 1928. She was granted a Decree Nisi on the 19th of November 1928 and a Decree Absolute on the 4th of June 1929. He had paid no maintenance or child support to her since he had left and she was awarded a sum of £200 per annum by the court on the 13th of November 1929; he was employed by Frigidaire Ltd of King’s Road, Brighton at the time.
He was re-married at Steyning Registry Office on the 18th of June 1929 to Hilda Theresa (nee Hahn) of Brighton. They lived at 56a, Ship Street, Brighton and had a daughter Mary Ann, born on the 17th of July 1930. By 1935 he was workings as a commission salesman for Louis J. Ford Ltd, builders merchants, of 69, Church Road, Hove.
On the 13th of May 1937, his wife filed for divorce on the grounds of his adultery with an unknown woman at the Hotel Victoria, Westminster on the 26th of February 1937. The divorce was granted later that year. He was married once again, on the 8th of June 1944, to Evelyn Betty “Boo” (nee Chapman) and they had son, John Derek Seaburne, born on the 28th of May 1945.
He was recalled for service on the outbreak of the Second World War and was commissioned as a Sub Lieutenant in the Royal Naval Volunteer Reserve. He was placed in command of a Trawler and was wounded in action. He was appointed as an Acting Lieutenant Commander in administration at Dover but was invalided out of the service by a disability contracted during the Great War.
He died at in a train corridor at Cambridge and was cremated at Cambridge on the 19th of December 1945.
His death is not recognised by the Commonwealth War Grave Commission as he had left military service at the time of his death.

Matthews, Michael Harrington, son of Very Rev. Walter Robert Matthews KCVO DD, Dean of St Paul's, and Margaret, d. of William Bryan; b. 26 Apr. 1914; adm. Sept. 1927 (A); Capt. of the school 1932; left July 1932; Ch. Ch. Oxf., matric. 1933, played cricket against Cambridge 1936 and 1937, BA 1937 (1st class hons Litt. Hum. 1937, Jurisprudence 1939); an accomplished pia­nist; Sub-Lieut RNVR; m. 2 Dec. 1939 Loveday, d. of Evelyn Robins Abbott CIE JCS, of Moulsford, Berks; killed in action May 1940.

Michael Harrington Matthews was born at Wandsworth, London on the 26th of April 1914 the elder son of the Very Reverend Walter Robert Matthews KCVO DD, Dean of St Paul’s Cathedral, and Margaret (nee Bryan) Matthews of the Deanary, St Paul’s in London. He was educated at Westminster School where he was up Ashburnham from September 1927 to July 1933. He won the Vincent Junior Prize in 1930. He played the piano solos “Reminiscence” and “The Stranger” by Schumann at an informal concert at the school in 1928 and the piano solo “Intermezzo”, his own composition, in an informal concert in 1931. He also played the viola solos “Rondo l’agreable” and Le Basque” by Marais in the same concert. He played cricket at Lord’s for C. F. Tufnell’s XI on the 26th of August 1929 when he scored 27 in the first innings and 8 in the second and his team won by six wickets. He was a member of the 1st Football XI from 1930 to 1933 where he played at left back and was awarded School Colours in 1930. The Elizabethan wrote the following on his 1930/1931 season: - “Lack of years and stamina has handicapped him, but his position play is sound, and the defects will remedy themselves next year. But if he is to be a really good back he must develop a longer and less erratic kick.” They wrote the following at the end of the 1931/1932 season: - “His methods are somewhat crude, but he is a player of indomitable perseverance and pluck, and was a most valuable member of the side.” They wrote the following on his 1932/33 season: - “A really good positional player and possessed of a fine determination. Had many good wingers to cope with and always did it well. Used his head well (in both senses), but never acquired the art of kicking a football properly. Understood the game probably better than anyone else on the side.”
He was runner up in the Long Distance race on the 8th of March 1932.
He was a member of the Cricket XI from 1930 to 1933, kept wicket in his last two years and was appointed as Captain in September 1930, winning his School Colours in the following year . The Elizabethan wrote the following on his 1931 season: - “(Captain) He was very young for his job, and had, as I have explained, an almost impossible task; but the experience will have been of great value to him, and he will approach next season with much more confidence. His Wicket keeping was of a high order, but was sometimes, not unnaturally, affected by his responsibilities. We shall look to him to make more runs too, next season.” They wrote the following on his 1933 season: - “I have already referred to his wicket keeping and captaincy. His batting was too impetuous to be successful.” He was appointed as a Monitor in September 1931 and as Editor of the Elizabethan in September 1932. He played the piano solo “Menuet”, from “Sonatine” by Ravel at an informal concert at the school in early 1933. He was appointed as Head of Ashburnham and as Captain of School in September 1932 and was awarded the Knapp Fisher Music Prize in 1933. He matriculated for Christ Church, Oxford in 1933 on a Westminster Classics Scholarship and was a member of the Oxford University Cricket XI making twenty three first class appearances for the university from the 9th of May 1934 to 5th of July 1937 and playing against Cambridge as wicket keeper in 1936 and 1937. His highest score with the bat was a score of 68 against the Minor Counties and his batting average while playing for the university was 13.10. He was awarded a “Blue” in 1936. He was awarded a Second in Classical Moderations and a First Class in Litterae Humanories in 1937 and achieved a First Class in the Honour School of Jurisprudence in 1939. He read for the Bar at Gray’s Inn. He was an accomplished pianist.
Following the outbreak of war he was commissioned as a Sub Lieutenant in the Royal Naval Volunteer Reserve on the 10th of November 1939.
He was married at Wallingford, Oxfordshire on the 2nd of December 1939 to Loveday Elizabeth (nee Abbott later de Manio) of Moulsford, Berkshire.
He was posted to the destroyer HMS Greyhound (H05), under the command of Commander Walter Roger Marshall-A’Deane DSO DSC AM RN on the 2nd of January 1940 and saw action with her during the Norwegian campaign.
On the 20th of May 1940, HMS Greyhound was deployed to Dover for duties in the Channel and in the North Sea. On the 25th of May she and the destroyer HMS Grafton provided gunfire support against a German artillery battery to the east of Sangatte near Calais.
At 2pm on the on the 27th of May the two destroyers established a patrol between Fairy Bank and the Kwinte Buoys. During the night HMS Greyhound received orders from Dover Command to assist in the evacuation of troops of the British Expeditionary Force from the beaches at La Panne as part of Operation Dynamo. At 1am on the 28th of May, she sent boats ashore to begin picking up troops and by 6.15am the beaches had been cleared. She then returned to Dover, with around 700 troops on board, where she docked at Admiralty Pier and unloaded the men at 12.30pm. As soon as the troops were ashore she set sail again for Dunkirk where she embarked 681 men from alongside the pier there and returned to Dover at 12.30am the following morning.
At 4.30am on the 29th of May 1940, HMS Greyhound set sail for Dunkirk once again and arrived off the beaches at La Panne where she sent her whaler and other small boats ashore to evacuate more troops. At 4pm she came under attack from enemy aircraft and, on the fourth attack, the bombers achieved two near misses which sent shell splinters across the ship, killing twenty of the men on board and wounding seventy others. Michael Matthews was among the dead.
She attempted to sail towards North Goodwin but the Captain was concerned about losing all the fresh water on board due to a cut steam pipe and there was some flooding in the third boiler room. She requested the assistance of a tug when she arrived at North Goodwin and was taken in tow by tugs and by the Polish destroyer Blyskawica. She docked at Admiralty Pier at 2.45am on the 30th of May where 432 men were disembarked. She was later repaired at Chatham dockyard.
His father later wrote: - “‘I now come to the great sorrow of our lives, the event after which nothing was quite the same. Our eldest child, Michael Harrington Matthews, Sub-Lieutenant R.N.V.R. was killed on H.M.S Greyhound, the destroyer which was the first to reach Dunkirk, on May 28th, 1940. The little boy who had clung to his mother Margaret in 1916 during a Zeppelin raid crying, “But you aren’t frightened, Mummy, are you?” was shattered by a bomb from a German plane as he stood on the bridge of H.M.S Greyhound in 1940. Margaret and he were close together. They were in many ways alike and understood each other. Her words when the telegram of death came were characteristic of both: ‘Well, poor boy, he can’t disappoint himself now’. “
He is commemorated on the war memorial at Christ Church, Oxford and on the memorial at Gray’s Inn.
He is commemorated on the Portsmouth Naval Memorial Panel 44, Column 2.

Marchand, Roy Achille, son of René Marchand, co. director, and Constance Jane, d. of Evan William Dean of Bromley, Kent; b. 24 Aug. 1918; adm. May 1932 (A), (B) May 1934; left July 1936; PO RAF May 1939; m. 4 May 1940 Jean Angela Cullen; killed in action over the Thames estuary 15 Sept. 1940.

Roy Achille “Dim” Marchand was born at Bromley, Kent on the 24th of August 1918 the only son of Rene Marchand, a company director, and Constance Jane (nee Dean) Marchand of 6, Hayes Road, Bromley in Kent. He was educated at Westminster School where he was up Ashburnham from May 1932 and up Busby’s from May 1934 to May 1936. He went on to King’s College, London University to study Medicine but he met a Squadron Leader while on holiday in the South of France in 1938 which inspired to him to join the Royal Air Force in March 1939. He was posted to No. 30 Elementary Flying and Reserve Flying Training School based at Burnaston for pilot training before going on to No. 15 Flying Training School based at RAF Lossiemouth. He was commissioned as an Acting Pilot Officer on probation on the 27th of May 1939 and was awarded his Wings in August 1939. He was promoted to Pilot Officer on probation on the 18th of November 1939. He was then posted to No. 11 Group Pool for further training after which he was attached to No. 2 Ferry Pilot Pool at Filton in December 1939 as a reserve pilot for service in France. He was offered the opportunity to go to Canada as an instructor but declined it, preferring instead to join a fighter Squadron. In early 1940 he was posted to 73 Squadron based at Rouvres and was confirmed in his rank on the 17th March 1940.
Roy Marchand took off from Rouvre at 11.50am on the 23rd of March 1940 in a Hurricane as Blue 2 with two other aircraft from the Squadron for a patrol at 20,000 feet over the Metz area. He intercepted and attacked two Messerschmitt Bf109s over Herzig and claimed to have damaged both of them. On his return to base at 1.10pm he filed the following combat report: -
“Sir, I, Pilot Officer Marchand, have the honour to report that at 11.50 hours on 23.3.40, I took off after blue leader to intercept enemy aircraft above Metz. I lost blue leader on the way so headed for these 4 streaks. Arriving at 22,000 feet to the north of Metz I circled trying to see these enemy aircraft also blue leader and blue 3. During my circling I suddenly saw a 4 Do17s at 24,000 feet east of the Moselle. I chased after them, but was very slow in overtaking them. I eventually caught up a little on a tight turn as they changed direction turning north at the same time changing formation from wide Vic to line astern. Eventually when I was almost in range I saw two Me109’s on my port slightly behind and level with me. I immediately executed a climbing turn to the right and eventually succeeded in getting on their tails. They retained a fairly close formation and altogether I put two bursts into each of them, using deflection. Their avoiding action was medium turns to the right and left. I was about to continue the action, being still on their tails, when I noticed two more Me109’s about 500 feet above me on my tail. I broke off the attack and dived towards some cloud and flew back to the aerodrome. The action took place over Herzig.”
Roy Marchand took off at 3.40pm on the 21st of April 1940 in a Hurricane with two other aircraft from the Squadron as part of B Flight for a standing patrol over the French lines. They were flying at a height of 26,500 feet when they encountered enemy aircraft. During the engagement he attacked a Messerschmitt 110 and fired five bursts atit of between 2 and 4 seconds before it went down. He landed at 5.50pm when he claimed the enemy aircraft as having been destroyed. He filed the following combat report: -
“Sir, I have the honour to report that on the afternoon of the 21st instant at about 16.30 hrs I observed a Messerschmitt 109 falling in flames. At about 16.55 the patrol encountered 6 Me110s about 10 miles N. of Trier. The leading section turned to attack them and I singled out the rearmost Me110. He did a turn to the right and I tried a deflection shot from about 250 yards. I gave it too much for I saw the bullets going ahead of the E/A. I gave it another burst with less deflection and hit the starboard engine which immediately gave out clouds of white smoke. The E.A. straightened up and I gave him another burst on the port engine. This was hit and also gave out clouds of white smoke. The E.A. then went into a shallow dive. I closed to within 100 yards following it down giving it short bursts. During this the rear gunner took a shot at me and I saw tracer going over my starboard wing. I gave it another burst in the middle of the fuselage and the gun was silenced. As I finished all my ammunition it went into a vertical dive with the smoke still pouring from both its engines.”
On the 21st of April 1940, Roy Marchant took off in a Hurricane as one of nine aircraft from the Squadron to patrol between Konisenaoken-Bouzonville at 26,500 feet. The weather was partly cloudy. At 12.20 pm they were flying over Herzig when they sighted twelve enemy aircraft flying at 13,000 feet and they dived to attack four of them. He opened fire on one of these from a range of 200 yards firing a three second burst of fire at it from astern before engaging two more and firing two more bursts of three seconds at one of these from astern and causing black smoke to come from it. Having lost sight of the enemy aircraft and coming under anti aircraft fire from a nearby enemy airfield he dived into cloud and flew back to base
On his return to base he filed the following combat report: -
“Sir, I have the honour to report that on the 21st instant, I was in a section of a flight of 9 aircraft, patrolling Konisenaoken-Bouzonville at 26,500 feet when we engaged 12 enemy aircraft in an indefinite formation, flying north. I singled out one Me109 and gave him a burst. He turned to the right and on following him I saw another Me109 much nearer to me so attacked that one instead. At the same time I saw another Hurricane closely following an Me109 from which something came out from the cockpit and twisted round the tail. The Me109 spun out of my line of vision. After a long burst, he climbed straight up and fell on his right side as if he was doing a stall turn to the right. He spun off that and I followed him down to 10,000 feet firing all the time until I observed a continuous stream of black smoke coming from his underside. This continued and I stopped following him at 10,000 feet for I thought another enemy aircraft might be following me. After satisfying myself that there were none, I looked round for the Me109 but lost it. I was over the top of Saarlautern Aerodrome ad experienced a certain amount of indifferent anti aircraft fire. I observed another Hurricane flying south west so followed it back and landed.”
He returned to England on leave where he was married at Bromley on the 4th of May 1940 to Jean Angela (nee Cullen, later Pelham-Jones); they had a daughter, Carol.
Roy Marchand took off from Rouvres at 5.55am on the 13th of May 1940 in Hurricane Mk I L1673 TP-P with three other aircraft from the Squadron for a patrol. While flying near Reims they engaged a formation of Messerschmitt 110s and Dornier 17s. During the action he claimed to have shot down a Dornier 17 but in the attack his aircraft was hit by return fire from one of the enemy aircraft and was hit by a tracer bullet through the flesh of his left shoulder and received a wound from shattered Perspex splinters under his left eye. With his oil and glycol tanks hit he was to crash land the aircraft near the village of Betheniville at 6.30am. He was evacuated to England for treatment.
His father received the following telegram dated the 17th of May 1940: - “Sir, I am directed to inform you that your son Pilot Officer Roy Achille Marchand was slightly wounded in action on 13th of May 1940. As his injuries are not serious no further reports are expected, but should any be received you will be notified as quickly as possible.”
While on sick leave after his release from hospital, he was treated at the Royal Cornwall Infirmary for treatment for a lacerated elbow when he and his wife were involved in a car accident at Mawes Road, near Truro on the 4th of June 1940. He rejoined his Squadron at RAF Church Fenton, North Yorkshire in July 1940.
On the 5th of September 1940, 73 Squadron flew south to RAF Debden and a moved the satellite airfield at RAF Castle Camps.
The following day, the 6th of September 1940, Roy Marchant took off from RAF Castle Camps at 8.50am in a Hurricane with orders to patrol “Monkey” at 15,000 feet. He was flying in as Blue 2 in B Flight. At 9.21am they spotted 80 to 100 Messerschmitt Bf109s flying in Vic formation and circling at various heights between 15,000 and 25,000 feet
At 9.30am Blue Section attacked 9 of the enemy fighters which were circling at 22,000 feet and made a beam attack in lines astern on the enemy formation which developed into an astern attack. Roy Marchant picked out one of the enemy aircraft some 10 miles to the north east of Maidstone and fired two bursts of three seconds each at it. He saw black smoke pouring from it and followed it down to 10,000 feet by which time flames were coming from its engine and the fuselage had also caught fire. He was forced to break away from the combat when another enemy aircraft attacked his but he managed to shake it off and, running short of fuel, he landed at Penshurst near Tonbridge. On his return to Castle Camps he filed the following combat report: - “I was Blue 2 and my section sighted E/A at 9.21 flying in vic formations and in circles. No unusual markings or camouflage. I picked out three E/A which appeared to be straggling a little and I attacked one Me109 using deflection (22 degrees approx.). No enemy fire experienced. Range 200 yds. Two bursts of 3 secs. each. Clouds of black smoke almost immediately came from engine and E/A went into steep dive. I followed him down to 10,000 ft, by which time flames as well as smoke were coming from underneath the engine. I did not follow further down, in case other E/A were on my tail, but after stopping – satisfying myself thatn o other E/A were about I tried without success to find my victim. My R/T was very poor and I was not receiving and was getting short of fuel. Landed at Penshurst Landing Field. No A.A. fire seen.”
The Squadron diary recorded the following on that date: - “... P/O Marchand destroyed a 109, 10 miles N.E. of Maidstone, thus opening the Squadron’s score in that category. He landed at Penshurst having run short of petrol and rather lost his way. He got back in the evening his smiles even as large as if his wife had walked suddenly into Freddie 1. It was a tonic to see him but when he came to make out his individual combat report, the I.O. noticed that he had only claimed a “probable”. Even more pleased was he when told it obviously came into the “destroyed” class.
Roy Marchand took off from RAF Castle Camps at 5.38pm on the 11th of September 1940 as one of twelve aircraft from the Squadron with orders to rendezvous over Debden where they were to join aircraft from 17 Squadron and then to patrol over Rochford at 15,000 feet. He was flying with Blue Section as Blue 2. At 4.15pm they spotted 12 to 15 Messerschmitt Bf110s in a straggling formation flying to the east of them near Herne Bay at 10,000 feet. The Hurricanes descended a little and began circling the enemy aircraft. Roy Marchand spotted two of the Me110s flying towards Margate and attacked one of them from astern with two to three second bursts fire from a range of 300 yards closing to 100yards. He hit the port engine which gave out white smoke clouds with intermittent black clouds. This turned into a stream of black smoke and the enemy aircraft dived into cloud to evade him where it executed as series of diving turns to escape from him. He followed it three miles out to sea off Margate when he saw black smoke pouring from the middle of the enemy aircraft. He abandoned the chase five miles further on and thought it was unlikely that the Me110 made it back across the Channel.
He landed back at base at 4.55pm and filed the following combat report: -
“Enemy sighted about 1615. Saw 2 Me110s proceeding towards Margate from Sheerness. Me110s were light gray on top and greenish blue underneath, black crosses on white background. Enemy was flying straight and level, and an astern attack was delivered. E/A’s port engine was hit, and gave out white smoke in which were intermittent puffs of black smoke until ultimately the whole port engine was giving a stream of black smoke. No enemy aircraft fire was experienced. The E/A dived into cloud for evasive action, and executed steep turns. Result of combat was E/A’s port engine was giving out black smoke which the E/A was diving, and flying level and diving again. Attack was stopped about 8 miles off Margate with the E/A still going down. Last observed E/A’s height at 4,000 feet. Weather was one large patch of 8/10th cloud over Herne Bay. Sun was in the west. Took off 1540. Landed 16.55. Shellbursts assisted in intercepting enemy aircraft but burst too close to our aircraft for comfort. Fire was opened at 300 yds closing to 100yds. Bursts of 3 seconds.
Roy Marchand took off from RAF Castle Camps at 11.05am on the 15th of September 1940 in Hurricane Mk I P3865 TP-K as one of ten aircraft from A and B Flight with orders to rendezvous with 19 Squadron over Debden and then to patrol over Chelmsford at 15,000 feet. He was flying with Yellow Section.
With large numbers of enemy aircraft reported to be crossing the English coast the formation was vectored to the south of the Thames estuary to intercept them on their approach to London. At 12.05pm they spotted 12 Messerschmitt Bf109s flying at 18,000 feet with 10 more above them at 22,000 feet. The enemy aircraft were flying in a south easterly direction at 230 mph in a scattered formation over Medway near Canterbury.
The enemy aircraft were engaged over Maidstone with the Squadron pilots claiming to have destroyed 3 Me109s and to have damaged one other.
During the dog fight a fellow pilot from his Squadron saw Roy Marchand’s aircraft shot down. It crashed at Nouds Farm, Lynstead near Sittingbourne where it burned out, killing Roy Marchand. His body was taken to Sittingbourne Mortuary.
His pregnant wife was on the airfield in the dispersal area to await news of him from the returning pilots when she was told of his death by Flying Officer Michael Beytagh (acting Commanding Officer) and Pilot Officer Hoole, the Squadron Intelligence Officer.
She received the following telegram dated the 17th of September 1940: - “Deeply regret to inform you that your husband Pilot Officer Roy Achille Marchand is reported to have lost his life as the result of air operations on September 15th 1940. Letter follows. The Air Council express their profound sympathy.”
His funeral took place at St Mark’s Church, Bromley.
The Squadron diarist wrote that night: - “P/O Marchand was an excellent pilot and a charming and unassuming boy who was never ruffled by anybody or anything. We will sorely miss him.” The record for the day was closed with the words, “The Squadron feels that to some extent the death of gallant Marchand today has been avenged by the day’s good work.”
His mother wrote of him: -“He was the loveliest and most precious gift that God could bestow on any mortal on earth, and I, his mother, shall mourn him all the rest of my days.”
He is commemorated on an obelisk at Nouds Farm, Lynsted, Kent.
He is buried at Bromley Hill Cemetery Block I, Grave 230.

Mango, Anthony Constantine John, son of J. T. Mango, ship broker; b. 11 Dec. 1921; adm. Jan. 1935 (H); left July 1938; PO RAFVR July 1943; killed in action over northern France 29 Feb. 1944.

Anthony Constantine John Mango was born at Paddington, London on the 11th of December 1921 the son of John Anthony Mango, a shipbroker, and Marie John (nee Kararodori) Mango of 71, Portsea Hall, Connaught Square, Knightsbridge in London. He was educated at Westminster School where he was up Homeboarders from January 1935 to July 1938.
He enlisted in the Royal Air Force Volunteer Reserve where he trained as a navigator and rose to the rank of Sergeant before being commissioned as a Pilot Officer on the 21st of June 1943. He was promoted to Flying Officer on the 21st of December 1943.
Anthony Mango and his pilot, Flying Officer Robert Wilgar Offler RCAF, took off from RAF Hunsdon at 9.45am on the 29th of February 1944 in Mosquito FB Mk IV LR403 YH-U to attack a V1 rocket “Doodlebug” launch site at Calleville. As the aircraft crossed the French coast it encountered severe snowstorms and heavy icing. It was last seen flying in a snowstorm at 3,000 feet about one and a half miles to the east of Eurville but did not return from its mission.
Theirs was one of two aircraft from the Squadron which were lost during the raid.
He is commemorated on the Runnymede Memorial Panel 207.

Major, Peter Anthony, son of John Lewis Major, chemical manufacturer, of Eynsford, Kent, and Constance Theodora, d. of Surgn-Gen. Wyndowe of Uley, Gloucs; b. 10 Nov. 1917; adm. Jan. 1931 (R); left Dec. 1934; RAF Coll. Cranwell; PO RAF Dec. 1938, FO June 1940, Flt Lieut. June 1941; killed in action over the Channel May 1942.

Peter Anthony Major was born at Bournemouth, Hampshire on the 10th of November 1917 the adopted son of John Lewis Major, company director for a chemical manufacturer, and Constance Theodora (nee Wyndowe) Major of “Robsacks”, Eynsford in Kent. He was educated at Westminster School where he was up Rigaud’s from January 1931 to December 1934. He went on to the Royal Air Force College, Cranwell where he broke the Two Mile record in the inter services athletics match between Cranwell, Woolwich and Sandhurst in 1938. On the night of the 6th/ 7th of July 1938 he and some friends attended a dance at a dance hall in Free School Lane. When the dance had finished at 1am, Peter Major set out to drive his friend’s home. His car was at the junction of Free School Lane and Silver Street when he pulled out and was in collision with another car which was being driven by Mr George Graterick and was travelling in a westerly direction down Silver Street. He appeared in front of magistrates at Lincoln Police Court on the 27th of July 1938 where he stated that he had thought that he had enough time to turn before the other car reached him but, when he turned, he realised that he did not and stopped his car. His car was hit and overturned. He was found guilty of driving without due care and attention; his licence was endorsed and he was fined £1 plus £1 of costs. The College demoted him from the rank of Corporal and banned him from driving for the remainder of his time at Cranwell.
He received a prize for achieving the highest marks in Imperial and War Studies on passing out in December 1938.
He was commissioned as a Pilot Officer in the Royal Air Force on the 17th of December 1938 and was posted to a bomber Squadron. He was promoted to Flying Officer on the 17th of June 1940 and to Flight Lieutenant on the 20th of June 1941.
Peter Major took off from RAF Redhill at 10.30am on the 17th of May 1942 in Spitfire Mk Vb BM426 as Yellow 1 for an operation codenamed “Ramrod 33”. The Squadron was to provide an escort to twelve Boston bombers who were to bomb Boulogne.
Having completed the mission the Squadron turned for home. At 11.50am he was flying some seven miles to the north of Cap Gris Nez when his aircraft was attacked by a Focke Wulf 190 aircraft and he was forced to bail out into the sea. He was seen to be floating in the sea wearing his life jacket and Pilot Officer Dennehey from his Squadron dropped him a dinghy but he was unable to reach it. Squadron Leader Paddy Finucaine circled over him for 50 minutes until 12.40pm when he had to return as he was low on fuel. A high speed launch, which had been dispatched to the area to search for him, arrived at 1pm and recovered his body which was taken to RAF Hawkinge. It was established that he had died from exposure.
His father received the following letter dated the 29th of May 1942: - “Sir, I am commanded by the Air Council to express to you their great regret on learning that your son, Flight Lieutenant Peter Anthony Major, Royal Air Force, lost his life as the result of air operations on 17th May, 1942. The Air Council desire me to covey to you their profound sympathy in your bereavement”
His funeral took place on the 21st of May 1942.
A charity prize was later established in his name which closed in 2008.
He is buried at Brookwood Military Cemetery Plot 21, Row B, Grave 15.

Mair, John Dunbar, son of George Herbert Mair CMG, asst Dir. League of Nations Secretariat, and Maire O'Neill, actress; b. 23 Dec. 1914; adm. Sept. 1928 (B); left July 1933; a literary critic New Statesman; PO RAFVR Nov. 1941, DFC; m. 12 June 1940 Joan, d. of George Frederick Greenall of Hemsby, Norfolk; killed in a flying accident on active service 4 Apr. 1942.

John Dunbar Mair was born in Dublin, Ireland on the 24th of December 1914 the son of George Herbert Mair CMG, a journalist and an Assistant Director of the League of Nations Secretariat, and Maire Agnes (nee Allgood later O’Neill) Mair, an actress, of 34, Walpole Street in London. He was christened at Holy Trinity Church, Chelsea on the 16th of March 1915.
He was educated at Westminster School where he was up Busby’s from September 1928 to July 1933. He won the Mitchell Empire Essay Prize and placed 2nd for the Neale History Prize in 1933. On leaving school he became a literary critic for the New Statesman and later for the News Chronicle. He was the author of a biography of William Ireland entitled “The Fourth Forger”, published by Ayer & Company in 1938, and of the novel “Never Come Back” published by Victor Gollanz Ltd. in 1941. He was married in Hertfordshire on the 12th of June 1940 to Joan Marjorie (nee Greenall, later Feisenbergerand) they lived at 6, Caroline Terrace, Sloane Square in London.
He enlisted in the Royal Air Force Volunteer Reserve where rose to the rank of Sergeant and was posted to No. 8 Service Flying Training School based at RAF Montrose for pilot training.
On the 27th of June 1940, John Mair and Sergeant G. H. Reed took off in Master Mk I N7613 for a training exercise. At the time he had accumulated 74.30 hours of total solo flying time of which 46.20 were on Master aircraft. At 3pm the aircraft crashed at Drumlithie, Kincardineshire seriously injuring both men. They were admitted to Aberdeen Infirmary where John Mair was treated for facial injuries and a broken humerus.
He was commissioned as a Pilot Officer on the 21st of November 1941 and later became an Observer. He was posted to No. 2 (Coastal) Operational Training Unit where he was attached to A Flight.
At 8.30am on the morning of the 4th of April 1942, John Mair and his crew were one of two crews which were briefed by Flight Lieutenant Aubrey Richard de Lisle Inniss, the commanding officer of A Flight, for a formation training exercise which was scheduled to last for three hours. The weather was reported as 3/10ths cloud down to 2,500 feet with visibility of eight to ten miles. He and his crew took off from RAF Catfoss in Blenheim Mk I L6975 along with Blenheim Mk I L1125 for the exercise. The two aircraft were flying at 2,000 feet, just off the coast at Skipsea and to the north of the airfield, when they began the exercise. At 9.20am the rearmost of the two aircraft hit the tail plane of the leading aircraft with its port wing. The tail plane became detached and the leading aircraft crashed into the sea killing all on board. The remaining aircraft became briefly inverted before it too crashed into the sea killing all on board.
The crew was: -
Flight Sergeant William Thomas Braun RCAF (Pilot)
Pilot Officer John Duncan Mair (Observer)
Sergeant Frederick Ernest Stanley Warren RAAF (Wireless Operator/Air Gunner)
The crew of Blenheim L1125 was: -
Sergeant George Arthur Edmonds (Pilot)
Vernon Gregory Hanrahan Copas RAAF (Wireless Operator/Air Gunner)
Sergeant George Edward Peart (Observer)
His wife received the following letter dated the 17th of April 1942: - “Madam, I am commanded by the Air Council to express to you their great regret on learning that your husband, Pilot Officer John Dunbar Mair, Royal Air Force, lost his life as the result of an aircraft accident on 4th April, 1942. The Air Council desire me to convey to you their profound sympathy in your bereavement.”
John Mair’s body was recovered from the sea the following day but the rest of his crew were never found.
At a subsequent inquiry into the accident a number of statements were taken from witnesses to the accident and its aftermath: -
Statement of Head Observer John McKay Allman, Royal Observer Corps GI Post, Skipsea: - “On the morning of the 4th of April 1942 at 0925 hours, I noticed two Blenheims formating in Vic at 2000 feet on a southerly heading. The one on the right hit the tail plane of the other one with his port wing. The leading aircraft’s tail plane was ripped off and the machine immediately spun and crashed into the sea. The other aircraft went on to its back and flew inverted for a few seconds and then spun into the sea. The aircraft were flying straight and level when they collided.”
Statement of Flying Officer Thomas Primrose MB Ch.B: -
“I am assistant Medical Officer at Royal Air Force Station Catfoss. On the morning of the 4th April 1942 at about 0940 hours, I was informed that a crash had taken place in the sea off Skipsea. I proceeded to the scene of the crash with Squadron Leader Carpenter with three ambulances. On arriving at Skipsea I was directed one mile further up the coast, where I found the wreckage of a Blenheim aircraft lying between high and low water mark. One body, that of Sergeant Peart, was lying on the beach. He was dead. A few minutes later a life saving jacket was seen floating in towards the beach from the wrecked aircraft. This was retrieved, it was found to be attached to the dead body of Sergeant Copas. In an endeavour to discover the body of the pilot, a Corporal waded out to the wreckage and there we found the dead body of Sergeant Edmonds pinned under the wreckage. With assistance the body was got clear and retrieved. In my opinion death in these three cases was due to multiple injuries and to drowning. In the course of the afternoon of Sunday 5th April 1942, having been informed by the police that another body had been washed up on the shore, Squadron Leader Carpenter proceeded to the beach and retrieved the dead body of Pilot Officer Mair. Death in this case was also caused through multiple injuries. An open parachute was found amongst the wreckage.”
His funeral and cremation took place on the 10th of April 1942.
He is commemorated at Hull Crematorium Screen Wall, Panel 4.

Long-Hartley, Paul, son of Arthur Norman Long-Hartley and Rosa Pauline, d. of Paul Long; b. 18 Apr. 1924; adm. Sept. 1937 (B); left July 1938; Flt Serg. Pathfinder Force RAF; killed in action 16 June 1944.

Paul Long-Hartley was born at Islington, London on the 18th of April 1924 the only son of Arthur Norman Long-Hartley and Rosa Pauline (nee Long, later King) Long-Hartley of 49, Barrington Court, Muswell Hill in Middlesex. He was educated at Westminster School where he was up Busby’s from September 1937 to July 1938.
He enlisted in the Royal Air Force Volunteer Reserve where he trained as an Air Gunner and rose to the rank of Flight Sergeant.
On the night of the 15th/16th of June 1944, Bomber Command dispatched 119 Lancasters, 99 Halifaxes and 9 Mosquitos for operations on the railway yards at Lens and at Valenciennes. The weather was clear and the target was accurately bombed.
Paul Long-Hartley and his crew took off from RAF Little Staughton at 11.55pm on the 15th of June 1944 in Lancaster Mk III ND502 60-N for the operation on Lens. Paul Long-Hartley was not a regular member of this crew but was on standby that night as the crew’s regular mid upper gunner had burned his hand and he agreed to take the injured man’s place. Having bombed the target the aircraft was heading home when it was attacked by two enemy night fighters and shot down. It crashed at St Catherine near Arras at 1.20am with the loss of all but one of the crew.
The crew was: -
Pilot Officer Norman James Tutt (Pilot)
Flight Sergeant Sidney Parr (Flight Engineer)
Flight Sergeant Harold Harris (Navigator)
Flight Sergeant Richard Harry Ames (Air Bomber)
Flight Sergeant Paul Long-Hartley (Mid Upper Gunner)
Flying Officer William Thomas Williams (Rear Gunner)
Flight Sergeant Robert Frederick Boots (Wireless Operator) (Evaded)
Theirs was one of six aircraft which were lost during the raid on Lens.
The only survivor from the aircraft was wireless operator Robert Boots, who later wrote: - “After bombing the target at Lens we were attacked by two enemy aircraft and the order was given to bale out. As the dead body of the navigator was blocking the escape hatch, I could not get out there. Flames enveloped the aircraft and suddenly I was blown out and found myself in mid-air. I landed at about 0100 hours in a field SW of Lens, and walked until I reached a cemetery where I slept the night.”
In the morning he made his way to Arras and on to Beugnatre where he was taken in by the village Mayor. He was moved to Billy Montigny which was liberated by Allied troops on the 2nd of September 1944 and he returned to England on the 11th of September 1944.
His mother received the following letter dated the 21st of June 1948: -
“It is with deep regret that I refer again to the sad loss of your son Flight Sergeant Paul Long-Hartley, but I wish to inform you that investigations undertaken by the Royal Air Force Missing Research and Enquiry Service in France have now been completed, and the following facts made known. His aircraft was shot down over the target area by a German night fighter and crashed at St. Catherine, in the northern suburbs of Arras, at 1.20am on the 16th June, 1944. Unhappily, the only survivor was Flight Sergeant Boots, who bailed out and successfully evaded capture. Upon arrival at the scene of the crash, the Germans recovered the bodies of the other six members of the crew and identified one as Pilot Officer Tutt, whom they buried in Grave 9, at St. Catherine Cemetery. Three others, whose identities could not be determined, were interred together in Grave 10, while the remaining two were taken to the Institute Pathologique, Arras prior to burial elsewhere. Enquiries made locally indicated that these two airmen were your son and Flying Officer Williams, and it was believed at first that they had been buried together in the 1914-18 British Cemetery at Arras, in Grave 4, Row 8A. Exhumation subsequently undertaken however, disproved this theory, and further extensive enquiries revealed that they had in fact been buried as unknown in Grave 69 and 71 at Arras Communal Cemetery. In an endeavour to confirm identity, exhumation was undertaken, but unhappily, it was found that both had been buried without clothing and neither could be identified. In such circumstances it was decided that in order to provide for their correct commemoration, they should be re-interred with their unidentified comrade in the grave adjacent to Pilot Officer Tutt’s at St. Catherine Cemetery. Grave 10 has therefore now been made the communal place of burial of all five members of the crew not individually identified, and re-registered accordingly in the names of Flight Sergeants Ames, Parr and Harris, Flying Officer Williams and your son. In conveying these final burial details, I wish to add that his pay book, identity card and driving licence have now been received with captured German documents relating to the crash. I am enclosing the driving licence for your retention but the other two items will be retained with your son’s official records”
He is buried at Ste. Catherine Communal Cemetery Row 2, Collective Grave 5.

Lewis, Clive, son of John Thomas Lewis of Cape Town and Lilian Blanche, d. of Charles Street of Hadley Wood, Herts; b. 18 Apr. 1914; adm. May 1928 (H); left Dec. 1932; Pemb. Coll. Camb., matric. 1933, BA 1936; Scots Guards 1940-3 (Lieut.); m. 15 July 1939 Anne Allison, d. of J. Douglas Stewart of Woking; killed in action (N. Africa) Apr. 1943.

Clive Lewis was born in South Africa on the 18th of April 1914 the only son of John Thomas Lewis and Lilian Blanche (nee Street) Lewis of Southern Rhodesia and of 24, Campden House Chambers, Kensington in London. He was educated at Westminster School where he was up Homeboarders from May 1928 to December 1932. He was a member of the Officer Training Corps and was promoted to Lance Corporal in September 1931. He was a member of the 2nd Rowing VIII in 1931, where he rowed at No. 3 and of the 1st Rowing VIII in 1932 where he rowed at No. 2. The Elizabethan wrote the following on his 1932 season: - “One of the most improved oars of the crew, and very quick at learning anything suggested to him. Next year he should aim at a longer draw.”
He matriculated for Pembroke College, Cambridge in 1933 and graduated with a BA in 1936. He received a Trial Eights Cap for rowing in 1935.
He was married at Worplesdon Surrey on the 15th of July 1939 to Anne Allison (nee Stewart) of Hook’s Heath, Woking, Surrey and they honeymooned in the South of France. They had a daughter, Gillian, born on the 14th of May 1941.
He attended an Officer Cadet Training Unit before being commissioned as a 2nd Lieutenant in the Scots Guards on the 21st of September 1940.
On the 26th of February 1943, the 1st Battalion, Scots Guards embarked on board the passenger liner RMS Samaria at Gourock in Scotland bound for North Africa. They set sail from the Clyde on the 1st of March and landed at Algiers on the 9th of March.
At 10pm on the night of the 22nd of April 1943, the 1st Battalion, Scots Guards marched forward from a wadi behind Grenadier Hill in preparation for an attack the following morning. Their objective was the capture and clearance of a series of enemy strong points to the south of the Gab-Gab gap in Tunisia. These were known as Points 150, 145, 151 and 187 and their capture was part of a wider assault to break through the German front lines which ran from Grich el Oued on the banks of the Mejerda River.
At 3.30am on the 23rd of April 1943, 550 guns opened fire in support of the attack and at dawn the Left Flank Company attacked what they thought to be Point 150. In fact they had attacked Point 156, but had strayed to their right in the darkness. In spite of heavy casualties and assisted by the Right Flank Company, they carried the enemy position after heavy fighting and were eventually relieved by C Company later in the day. The Right Flank Company then disengaged and made for the objective which they occupied without loss. This too was the wrong position and they were overlooked by Point 168, which was still held by the enemy. At around noon Clive Lewis was killed. The Regimental history records: - “A grievous loss. He had given excellent service during the night march and had served the Brigade well in passing back vital information.
He is buried at Massicault War Cemetery Plot IV, Row B, Grave 18.