Showing 169 results

Zoephel, Peter Charles, son of Ernest Charles Zoephel of Chislehurst, Kent, and Dorothy Frances Gertrude, d. of Capt. William George Romeril MN, of Blackheath; b. 8 Sept. 1921; adm. Sept. 1935 (R); left Apr. 1939 and went to Milton Academy Boston, Mass.; Harvard Univ.; PO RCAF Ferry Command; lost at sea in the South Atlantic Jan. 1943.

Peter Charles Zoephel was born at Blackheath, Kent on the 8th of September 1921 the eldest son of Ernest Christopher Zoephel. Chairman and owner of the British Domolac Company Ltd, paint works of Woolwich, and Dorothy Frances Gertrude (nee Romeril) Zoephel of “Elmstead Garth”, Chislehurst in Kent, later of Little Common, Bexhill-on-Sea. He was educated at Carn Brea Preparatory School, Bromley from 1931 to 1935 and at Westminster School where he was up Rigaud’s from September 1935 to April 1939. He served as a Cadet in the Officer Training Corps from September 1935 to 1939. He went on to the Milton Academy, Wilton Massachusetts for a short time in 1939 before entering Harvard University later the same year as a member of the Class of 1943, where he read Economics and Languages, but left for Canada in late 1940 to volunteer for military service.
He attended a medical examination on the 4th of January 1941 where it was recorded that he was 5 feet 10 and 3/8ths of an inch tall and that he weighed 152lbs. It was also recorded that he had hazel eyes, brown hair and a fair complexion. He attested for service as an Aircraftman 2nd Class in the Royal Canadian Air Force for the duration of the war at the Royal Canadian Air Force Recruiting Station at Montreal on the 7th of February 1941. He was posted to No. 4 Bombing and Gunnery School at Fingal, Ontario on the 2rd of March 1941 and to No. 1 Initial Training School at Toronto on the 29th of March 1941. He was promoted to Leading Aircraftman on the 20th of August 1941 and joined No. 10 Elementary Flying Training School at Hamilton, Ontario on the 21st of August 1941 where he trained as a pilot. Having ceased training as a pilot at his own request, he was posted to No. 10 Air Observers School at Chatham, New Brunswick on the 27th of October 1941 to receive training as a navigator. On the 15th of March 1942 he was posted to No. 29 Navigators School at Pennfield Ridge, New Brunswick. He was promoted to Sergeant on the 14th of March 1942 and was commissioned as a Pilot Officer on the 13th of April 1942. He was posted to No. 31 General Reconnaissance Squadron at Charlottetown, Prince Edward Island on the 9th of May 1942 and was attached to the Ferry Command, Royal Air Force at Dorval, Quebec on the 23rd of July 1942. He was promoted to Flying Officer on the 13th of October 1942.
On the 16th of January 1943, Peter Zoephel and his crew boarded Liberator C87 41-11708, of 12 Squadron, 12th Ferry Group United States Transport Command, at Accra in Ghana as passengers, bound for the United States air base at Natal in Brazil and then on their base at Dorval. On board was a crew from the United States Air Transport Command, who had ferried a Boeing B-17 aircraft from Miami to Africa and were returning home. Also on board was a crew from Royal Air Force Ferry Command and four other passengers. The aircraft took off at 11.30pm that night but failed to arrive at its destination and all on board were lost.
The crew was: -
Captain Orval Eknes (Pilot)
Captain Felton Barton Lancaster (2nd Pilot)
Second Lieutenant Joseph F. Peoples (Navigator)
Master Sergeant Alvin A. Young (Radio operator)
Sergeant James N. Clauss (Crew Member)
Master Sergeant Charles W. McKain (Crew Chief)
The passengers were: -
The United States Air Transport Command crew was: -
First Lieutenant John Allen Byler (Navigator)
First Lieutenant Hugh Parker Minor Sr. USAAF (2nd Pilot)
Major Arthur Mills USAAF (Pilot)
Corporal Joseph P. Braniff USAAF
Corporal Grover Kirby Trees Jr. USAAF
The Royal Air Force Ferry Command crew was: -
Flight Lieutenant Herbert James Martin (RCAF) (Pilot)
Sergeant Harold Victor. Lamb RAAF (Wireless Operator)
Flight Sergeant John Henry Warman RCAF (Navigator)
Captain Paul Bleecker Makepeace (American Civilian Pilot)
Radio Officer Clinton Blackwell Berry (Canadian Civilian Wireless Operator)
Flying Officer Peter Charles Zoephel RCAF (Navigator)
Captain William Richard Nixon (Canadian Civilian Pilot)
Flight Sergeant Norman Patrick Drury (Radio Operator)
Flying Officer William Thomas Wright Smithson (Navigator)
Sergeant John Lowery Bell (Navigator)
Flying Officer Geoffrey Addison Clegg (Pilot)
Radio Officer Otway Cecil McCombie (Canadian Civilian Wireless Operator)
The passengers were: -
Lieutenant Colonel Russell Reed Brunner US Army (Pilot)
Colonel Douglas Cornell MacKeachie DSM US Army (Director of Procurement European Theatre of Operations)
Major Arthur Mills US Army
Air Commodore Desmond Herlouin De Burgh AFC
An extensive search was mounted which lasted until the 29th of January. On the 4th of February, the destroyer USS Kearney found a life raft some 60 miles from the coast of Brazil, to the east of Ponte Negro. It contained the body of one of the passengers. The following day another raft was discovered containing the body of Major Arthur Mills and with six life jackets on board. The evidence on board the raft led to the conclusion that there had been others on board who had died and had probably been buried at sea by others, other than the last man to have died.
He is commemorated on the war memorial at Harvard University.
He is commemorated on the Ottawa Memorial Panel 2, Column 3.

Young, Patric Peregrine Wilkie, son of Horace Edward Wilkie Young (qv); b. 13 Sept. 1913; adm. May 1927 (G); left July 1931; Trin. Coll. Camb., matric. 1932, BA 1935; textile machinery industry; Middx Regt 1940-2 (Lieut.); d. of wounds (Middle East) Dec. 1942.

Patrick Peregrine Wilkie Young was born at Chelsea, London on the 13th of September 1913 the only son of Horace Edward Wilkie Young OW, Levant Consular service, and Agnes Margaret (nee Anson later Gladstone) Young of 16, Carlyle Mansions, Chelsea in London. He was christened at St Luke’s Church, Chelsea on the 16th of October 1913. He was educated at Westminster School where he was up Grant’s from May 1927 to July 1931. He was a skilled fencer with foil, epee and sabre and served as Hon. Secretary of the Fencing team from 1931 to 1932. He was appointed as the first Secretary of the Old Westminsters Fencing Club and was Secretary of the Graham-Bartlett Cup Committee. He matriculated for Trinity College, Oxford on the 7th of October 1932 where he was admitted as a commoner and was awarded a BA in 1935. On leaving university he went to work in the textile machinery industry and lived at Alston Londes, Waterhead near Oldham in Lancashire.
Following the outbreak of war he enlisted as a Private in the Lancashire Fusiliers and attended an Officer Cadet Training Unit before being commissioned as a 2nd Lieutenant in the Middlesex Regiment on the 11th of February 1940.
He is commemorated on the war memorial at Trinity College, Oxford.
He is buried at Benghazi War Cemetery Plot 6, Row B, Grave 33.

Young, Henry Melvin, son of Henry George Melvin Young, solicitor, of Hertford, and Fannie Forester, d. of George Dobbridge Rowan of Los Angeles; b. 20 May 1915; adm. May 1932 (B); left July 1934; Trin. Coll. Oxf., matric. 1934, rowed against Cambridge 1938; PO RAFVR Sept. 1938, FO Mar. 1940, Flt Lieut. Apr. 1941, Sqdn Ldr June 1942, DFC (Germany) May 1941, Bar to DFC (Middle East) Sept. 1942; m. 10 Aug. 1942 Priscilla, d. of Hobart Ranson of Kent, Con­necticut; killed in raid on Mohne and Eder dams 16 May 1943.

Henry Melvin “Dinghy” Young was born at Belgravia, London on the 20th of May 1915 the only son of Henry George Melvin Young, a solicitor, and Fannie Forester (nee Rowan) Young of 117, Fore Street, Hertford in Hertfordshire. He was educated at Amesbury School, Hindhead until 1928 when his family moved to California. He went on to Kent School in Connecticut in 1930 where he started rowing. He returned to England where he attended Westminster School where he was up Busby’s from May 1932 to July 1934. He matriculated for Trinity College, Oxford in 1934 where he was the winner of the Oxford University Coxless Fours in 1936. He rowed for the Leander Club at the Henley Regatta in 1937. He rowed in the Head of the River race in 1938 and was a member of the University Boat Race crew which defeated Cambridge in 1938 where rowed at No. 2. He was awarded a Blue for Rowing in 1938. He became a member of the Oxford University Air Squadron in 1937, where he was described by his instructor, Charles Whitworth, as: - “not a natural pilot”, as he was apparently heavy handed with the controls. He later wrote that he had: - “improved considerably.... was very keen and has plenty of common sense.”
He was commissioned as a Pilot Officer in the Royal Air Force Volunteer Reserve on the 13th of September 1938.
Following the outbreak of war, he reported for operational training to No. 1 Initial Training Unit, Royal Air Force on the 25th of September 1939 before going on to No. 9 Service Flying Training School.
During this period he wrote the following in a letter to the headmaster of Kent College: - “Since we had to have a war, I am more than ever glad that I am in the air force ...... though I haven’t yet had to face any of the conflict and killing of war. I am not frightened of dying if that is God’s will and only hope that I may die doing my duty as I should. In the meantime, I remain as cheerful, I think, as ever and try to keep others so”.
He was promoted to Flying Officer on the 13th of March 1940 and, on completion of his pilot training, he was posted to 102 Squadron, in June 1940.
On the 7th of October 1940, Henry Young took off in Whitley Mk V P4995 DY-P for a convoy escort mission over the Channel. During the mission the aircraft suffered from engine failure and was forced to ditch into the sea. All five of the crew managed to climb into the dinghy before the aircraft sank less than five minutes later.
The crew was: -
Flying Officer Henry Melvin Young (Pilot) (Killed in action 17th of May 1943)
Sergeant Ralph Collier (2nd Pilot) (Killed in action 28th November 1940)
Sergeant Burns
Sergeant Bird
Pilot Officer Forsdyke
They spent twenty two hours in their dinghy before they were rescued by the destroyer HMS St Mary. Their rescue was documented by Life Magazine which had one of its reporters on the board the destroyer who was writing a piece on air sea rescue operations.
The following appeared in Life Magazine’s edition of the 2nd of December 1940: - “Their raft is a huge orange doughnut, and within its circle five men are squatting, one of them frantically waving a canvas paddle aloft . . . One fellow paddles frantically until the raft bumps the ship’s side. Now our propellers boilingly backwater at the command and ropes go writhing down toward their grasping hands. A ship’s ladder goes over our side . . . One of the aviators rises wildly, unsteadily grapples at a rope, is too weak to wrap it around him, topples into the sea. Instantly a sailor goes over our rail, comes up behind the man with the loose-rolling head and wild eyes just out of the water. He ties the rope under his arms and pushes him to the dangling ship’s ladder. But he’s too weak to manage the rungs with cold hands and feet, so three sailors pull his sea-chilled body up and over out of sight of land in spite of all they could do. the side. The others with a little help from our sailors mount the wooden rungs and reach the solid safety of steel deck, and are half led, half carried down to the cozy warmth of our wardroom. Lying limp on the table, sprawled on the chairs, they are too weak even to raise their arms as we strip off their wet wool uniforms to be taken to the boiler room to dry. Their sea-water soaked flesh feels cold and dead, the texture of cold boiled oysters. Slowly then they mumble out the story. Their big bomber on patrol came down in the sea yesterday. They had just 60 seconds after it struck the water to toss their inflatable life raft in the sea and climb on before the plane sank. That afternoon they drifted. All night they slapped and rubbed each other to keep awake, which meant keeping alive. The water seemed warmer than the air. An hour after dawn they sighted a ship, waved frantically. She came within a hundred yards. They shouted and screamed at her but she passed without seeing them. They were getting ready for another night. They’d saved half their flask of brandy, intending to drink it in one big party at midnight. No, they don’t want food. Just a drink of water and then sleep. So, rubbing them down with hot, rough towels, we roll them into thick wool blankets, tuck them into our bunks where they sink immediately into sleep.”
Henry Young and his crew took off from RAF Topcliffe at 5.25pm on the 23rd of November 1940 in Whitley Mk V T4216 DY-F for an operation to Turin as one of four aircraft from the Squadron. Henry Young’s aircraft dropped two sticks of bombs on the city’s railway station from a height of 9,500 feet scoring hits on the target and adding to the large fires seen on the ground. On its return from the raid the aircraft ran short of fuel and was forced to ditch into the sea off Start Point below Topcross in Devon at 4.45am, some fifty miles out to sea. Although two of the crew were slightly injured they managed to climb into the dinghy. A search and rescue operation was mounted and the dingy was spotted by a Lysander at 5.20pm. The crew was picked up some twenty miles off the coast of Portsmouth after spending many hours at sea.
The crew was: -
Flying Officer Henry Melvin Young (Pilot) (Killed in action 17th of May 1943)
Pilot Officer Frederick George Malim (2nd Pilot) (Killed in action 13th of March 1941)
Sergeant R.G. Bristow
Sergeant Walter Edward Craven (Killed in action 8th of April 1941)
Sergeant Alfred Pearsall Clifford-Reade (Wireless Operator/Air Gunner) (Killed in action 15th of April 1941)
The crew was treated for shock and minor injuries at the Royal Naval Hospital at Plymouth.
These two events led to him being given the nickname “Dinghy”.
He completed his tour of operations with 102 Squadron in February 1941 and was awarded the Distinguished Flying Cross, which was announced by the Air Ministry on the 9th of May 1941.The citation read: - "This officer has carried out 28 bombing missions involving 230 hours flying as well as 6 convoy patrols on which some 40 hours were spent in the air. His operational flights include attacks on important targets in Germany and Italy. On two occasions he has been forced down on the sea, on one of which he was in the dinghy for 22 hours in an Atlantic gale. On both occasions his courage and inspired leadership, combined with a complete knowledge of dinghy drill, were largely responsible for the survival of his crews."
He was promoted to Flight Lieutenant on the 6th of April 1941.
He served for a while in a training unit before joining 104 Squadron in September 1941 and serving with them in Egypt and Malta. On completion of his second tour of operations he was awarded a Bar to his Distinguished Flying Cross, which was announced by the Air Ministry on the 18th of September 1942.
He was promoted to Squadron leader on the 1st of June 1942.
Following the completion of his second tour of operations, he was posted to the Royal Air Force Delegation in Washington DC in July 1942. While he was there he proposed to Pricilla (nee Rawson) of Ravenscroft Farm, Kent, Connecticut, who he had met when he had attended Kent School. They were married at Kent School Chapel on the 10th of August 1942 in a service which was conducted by the Reverend W.S. Chalmers.
On his return to England in February 1943 he was posted to No. 1660 Conversion Unit based at RAF Swinderby, where he began training with a new crew on Lancasters on the 1st of March 1943. He joined 57 Squadron, based at RAF Scampton on the 13th of March 1943 where he was placed in command of C Flight. Within a few days of arriving at Scampton he, his crew and the four other aircraft from C Flight were transferred to 617 Squadron which was being formed at RAF Scampton by Wing Commander Guy Gibson from the 21st of March 1943. It was being assembled specifically to carry out a mission code named “Operation Chastise” and would be using a new bomb code named “Upkeep” to attack the German dams in the Ruhr. As the dams were protected by anti torpedo nets the bomb had been designed by Barnes Wallis of the Vickers Aircraft Company to skip across the water and to sink against the dam walls. The attack was to be delivered by specially adapted Lancasters at night and at very low level during the full moon in May.
He and his crew transferred to the other side of the airfield where they began an intensive program of low flying over water at night.
The crews received their final briefing for the operation at 6pm on the 16th of May 1943, which lasted for two hours. Henry Young’s crew, were to be in the first wave of nine aircraft which was to head for the Möhne, Eder and Sorpe dams and would take off in groups of three at ten minute intervals. The second wave was to consist of five aircraft which would head for the Sorpe while the third wave, made up of five aircraft would take off 5 hours and 30 minutes later as a reserve.
Henry Young and his crew took off from RAF Scampton at 9.47pm on the 16th of May 1943 in Lancaster Mk III ED887 G AJ-A for the operation. One of the aircraft in the first wave had an engine problem and took off 20 minutes after the others had departed.
The leading wave arrived over the Möhne dam at 12.15am where Gibson assigned five of his remaining aircraft to make the attack. His was the first aircraft to attack, under fire from three light anti aircraft towers on top of the dam, and he dropped his bomb at 12.28am. The bomb landed against the dam wall, some 150 yards from the centre of it, where it exploded but did not breach it. Two further attacks had been made with no success when Henry Young began his run towards it for the fourth attack.
Mickey Martin’s Lancaster flew alongside him to bring fire onto the anti aircraft guns and to draw their fire away from Young’s aircraft. Young’s bomb also landed against the dam, did not breach it but created a crack in it which was seen by crew of the next aircraft to attack. The fifth attack also landed against the dam sending a 1,000 foot plume of water into the air but with no breach. As Gibson gave orders for the next aircraft to begin its attack run the dam began to crumble and then collapse, sending a wall of water down into the valley below.
Gibson then led the three aircraft still carrying their bombs towards the Eder dam which was breached by the third and last aircraft to make its attack. The code word sent back to Scampton to confirm the destruction of the Eder Dam was “Dinghy”. On its return home, Henry Young’s aircraft was crossing the Dutch coast at Castricum-aan-Zee when it was hit by anti aircraft fire from an enemy coastal flak battery and crashed into the sea at 2.58am with the loss of the entire crew.
The crew was: -
Squadron Leader Henry Melvin Young DFC and Bar (Pilot)
Sergeant David Taylor Hosfall (Flight Engineer)
Sergeant Wilfred Ibbotson (Rear Gunner)
Flying Officer Vincent Sanford MacCausland RCAF (Air Bomber)
Sergeant Lawrence William Lauire” Nichols (Wireless Operator)
Flight Sergeant Charles Walpole Roberts (Navigator)
Sergeant Gordon Arthur Yeo (Front Gunner)
Five of the crew’s bodies were washed ashore over the next thirteen days, with Henry Young’s body and that of David Horsfall being washed ashore on the 29th of May 1943. They were buried two days later.
He is commemorated by the Melvin Young Room at Kent School, the Admissions office through which every new student passes through on their arrival at the school.
He is commemorated on the war memorial at Trinity College, Oxford.
A memorial to the crew was unveiled at Castricum-aan-Zee on the 18th of May 2018.
He is buried at Bergen General Cemetery Plot 2, Row D, Grave 4.

Yonge, Martin Godwin, son of Ernest Adams Yonge, sometime music master at the school, and Margaret Mary, d. of James Thomas Godwin; b. 12 July 1921; adm. Sept. 1934 (R); left Dec. 1938; Sgt Observer RAFVR; d. 22 Dec. 1941.

Martin Godwin Yonge was born at Paddington, London on the 12th of July 1921 the only son of Ernest Adams Yonge, a music master at Westminster School, and Margaret Mary (nee Godwin) Yonge of 19, Shirehall Lane, Hendon in Middlesex. He was educated at Westminster School where he was up Rigaud’s from September 1934 to December 1938. He enlisted in the Royal Air Force Volunteer Reserve where he trained as an Observer and rose to the rank of Sergeant.
He is commemorated on the Runnymede Memorial Panel 55.

Woodward, Norman, son of Benjamin Douca Woodward of New Jersey, USA; b. 6 Jan. 1912; adm. Sept. 1925 (G); left July 1928; PO RCAF; killed in action over Holland Sept. 1941.

Norman Woodward was born at 60, Craigie Road, Perth, Scotland on the 6th of January 1913 the younger son of Benjamin Duryea Woodward, a banker, and Gladys (nee Piver) Woodward of 26, Pembroke Gardens in London W8, later of 41, Royston Park Road, Hatch End in Middlesex and of 7, Rue des Alpes, Geneva, Switzerland. He was educated at Mr Gibb’s School, London from 1921 to July 1925 and at Westminster School where he was up Grant’s from September 1925 to July 1928. He was a member of the 3rd Rowing VIII in 1928 and served as a Private in the Officer Training Corps from 1926 to 1928. He also took part in swimming and field athletics whilst at school. His hobbies included sailing, shooting and photography. On leaving school he worked as a reporter for the Press Association in London from 1930 to 1932 and as a sound recordist for Gainsborough Studios in London from 1932 to 1935. He worked as manager of the Lawns Club at Usk, Monmouthshire from 1935 to 1936 after which he emigrated to the United States where his mother had been born. He moved to San Francisco where he began work as an assistant editor on the Shipping Register in 1936 which was published by his mother’s family. He lived at 635, Montgomery Street in the city.
He attended an interview with a view to joining the Royal Canadian Air Force on the 13th of November 1939 but was probably considered to be too young. He enlisted for the duration of the war as an Aircraftman 2nd Class at the Royal Canadian Air Force Recruiting Centre at Vancouver, British Columbia on the 12th of July 1940. At a medical examination, which took place on the same day, it was recorded that he was six feet and one half of an inch tall and that he weighed 171 pounds. It was also recorded that he had a medium complexion, blue eyes and dark brown hair.
A letter of reference in support of his application was written by Robin Kinkead of Reuters: - “Dear Sir, I have known the bearer of this letter, Mr. Norman Woodward, for six years. I first met him in London, in the latter part of the year in 1933, while I was working with Reuters Ltd. I have found Mr. Woodward to be a young man of unusually sterling character. I have had an opportunity of observing his conduct under various conditions, both in England and later here in San Francisco, where I have known him fairly regularly since 1937. I can attest in all sincerity to his presence of mind, sobriety, quick-wittedness, and ready understanding. I might add that his sense of humour is well developed, whether or not that may be considered as an asset. I should say his distinctive character trait is a strong sense of initiative and responsibility, together with a more than average intelligence. I have always found him a friend to rely upon, and can certify my profound conviction that he has what it takes.”
He was posted for training on the 16th of August 1940 and joined No. 2 Initial Training School at Regina on the 1st of September 1940. He was promoted to Leading Aircraftman on the 12th of October 1940 and was posted to No. 3 Air Observers School at Regina on the 19th of October. On the 6th of January 1941 he was transferred to No. 2 Bombing and Gunnery School at Mossbank, Saskatchewan and was promoted to Sergeant on his qualification as an Air Observer on the 16th of February 1941. He embarked for service in England on the 6th of April 1941.
He disembarked on the 19th of April 1941 and was posted to No. 3 Personnel Reception Centre at Uxbridge until the 28th of April when he joined No. 10 Operational Training Unit at RAF Abington. Having completed his training he was posted to 77 Squadron on the 17th of July 1941.
On the night of the 6th/7th of September 1941, Bomber Command dispatched 41 Whitleys, 27 Wellingtons and 18 Hampdens to attack a chemical plant at Huls. The weather was clear and the returning bombers claiming good results with their bombing.
Norman Woodward and his crew took off from RAF Leeming at 7.54pm on the 6th of September 1941 in Whitley Mk V Z6824 KN-W for the operation. While flying near Amseterdam the aircraft was coned by searchlights and was attacked and shot down by a Messerschmitt Bf110 flown by Oberleutnant Hans-Karl Kamp of 8./NJG 1. The aircraft crashed at Haarlo, near Borculo in Holland at 11.15pm with the loss of all but one of the crew. Theirs was one of an eventual twenty three victories for Hans-Karl Kamp before he was killed in action on the 31st of December 1944.
The crew was: -
Squadron Leader Alexander John Hannigan (Pilot)
Sergeant David Thomas (2nd Pilot) (POW No. 9578 Stalag 357 and Stalag VIIIB)
Pilot Officer Norman Woodward RCAF (Observer)
Sergeant Charles Max Evans (Wireless Operator/Air Gunner)
Sergeant Ernest Charles Edward Myers RCAF (Air Gunner)
Theirs was one of seven aircraft which were lost during the operation.
His mother received the following telegram dated the 3rd of October 1941: - “Regret to inform you that information received through the International Red Cross Society states your son Pilot Officer Norman Woodward is reported missing and believed to have lost his life as the result of air operations on 6th/7th September 1941. Any further information will be immediately communicated to you.”
2nd pilot David Thomas was the first member of the crew to bail out of the aircraft and was the only one to survive when the aircraft exploded in mid air soon after he had left it. In a letter from prisoner of war camp dated the 9th of November 1941 David Thomas wrote the following on the events that night: -
“Dear Sirs, As regards your enquiry about P/O Woodward, I’m afraid I can give little information. On the night of Sep. 6 we were attacked by a night fighter off Amsterdam. The aircraft burst into flames, and I as second pilot, was the first to abandon the aircraft. At the time of the attack P/O Woodward was in the front turret. After having been captured I was told the aircraft had exploded in the air – whether P/O Woodward was killed during the attack, or whether he was killed by the subsequent explosion, I’m afraid I don’t know, but he did not leave the aircraft, because I was the only one seen to leave the aircraft. The time of the accident was about 2300 hours British Summer time. Would you please be kind enough to forward my deepest sympathies to his mother in her great loss.”
He is buried at Borculo General Cemetery Plot U, Collective Grave 1-5.

Wood, Richard Humphrey Vellacott, son of Richard Benjamin Wood, architect, of Ealing, and Eleanor Duidge, d. of Humphrey Vellacott of Upminster, Essex; b. 26 June 1916; adm. May 1930 (A); left July 1933; Wadham Coll. Oxf., matric. 1934; taught English in Prague and worked for Brit. Council in Palermo; Intell. Corps in WW2 (Lieut.); killed in action on special duty (Med.) Sept. 1943.

Richard Humphrey Vellacott “Pat” Wood was born in Middlesex on the 26th of June 1916 the only son of Richard Benjamin Wood, an architect, and Eleanor Doidge (nee Vellacott) Wood of 4, Charlton Gardens, Ealing in Middlesex, later of Creech St Michael in Somerset. He was christened at St John’s Church, Ealing on the 12th of October 1916. He was educated at Westminster School where he was up Ashburnham from May 1930 to July 1933. He matriculated for Wadham College, Oxford in 1934 where he was awarded a BA. On leaving university he taught English in Prague. He worked for the British Council at Palermo and was later appointed as a Doctor of the Institute of Palermo. Following Italy’s entry into the war in June 1940 he returned to England where he attended an Officer Cadet Training Unit before being commissioned as a 2nd Lieutenant in the Intelligence Corps on the 7th of June 1941.
In September 1943 he was specially selected for an operation in Italy during which he went missing and was later reported to have lost his life.
He is commemorated on the Cassino Memorial Panel 23.

Witherby, James Herbert, son of Bernard Oldham Witherby, stockbroker, of Purley, Surrey; b. 31 Jan. 1906; adm. Sept. 1920 (H); left Apr. 1924; lived in Malaya; Malay Defence Force 1941, p.o.w.; lost at sea off Sumatra Feb. 1942.

James Herbert Witherby was born at Acton, Middlesex on the 31st of January 1906 the only son of Bernard Oldham Witherby, a stockjobber and a Member of the London Stock Exchange, and Isabel Witherby of 64, Ramillies Road, Acton Green in London. He was christened at St Mary’s Church, Stamford Brook on the 20th of May 1906. He was educated at Westminster School where he was up Homeboarders from September 1920 to April 1924. He was a member of the Colts Football XI in 1920 and of the 1st Football XI from 1921 to 1924 where he played at centre half. The Elizabethan wrote of his 1922/23 season: - “Very clever dribbler and a splendid feeder of his forwards. Wants to show more pace in getting back to his own goal, when the opposing centre forward has beaten him. A poor shot at goal, who could improve with practice. Has been a most successful pivot to the whole side.” They wrote of his 1923/24 season: - “The only first class performer on the side. Has beautiful control of the ball, and has carved out many a glorious opening for his forwards – the hallmark of a good centre half. Is a little apt to give his opposition centre forward too much rope. His inability to get back quickly after taking a prominent part in an attack being largely responsible for this. Given opportunities, should go far in the game.” He was awarded his School Colours for Football in 1924.
He moved to Malaya as a rubber planter in 1927 where he worked as assistant manager at the Langkon Estate, a job he left in October 1929 to accept the position of assistant manager at the Menrtri Estate, Pahang, where he was later appointed as manager of the plantation. He played cricket for Malacca and for Jasin Cricket Club and was a member of the Malacca Tennis Club. He was also a member of the Jasin Rugby XV. He was married at St George’s Church, Penang to Joan (nee Wilkinson later Hale) on the 18th of October 1938.
He enlisted in the 4th (Pahang) Battalion, Federated Malay States Volunteer Force where he rose to the rank of Company Sergeant Major. On the fall of Singapore to the Japanese on the 15th of February 1942, efforts were made to evacuate as many people as possible from the colony. By late February, James Witherby was one of thousands of evacuees gathered at Emmahaven Padang in the hope of boarding a ship. He managed to find a place on board the 1,693 ton merchant ship SS Ban Ho Guan, under the command of Captain Van der Berg, which departed Emmahaven at around 5am on the morning of the 28th of February 1942 with 227 passengers and 8 to 10 crew on board. She was bound for Tjilatjap and then on to Freemantle in Australia. James Witherby was one of five members of the Federated Malay States Volunteer Force who were on board. During the early part of the journey the ship received a message from the Dutch naval authorities at Tjilatjap that the town was under Japanese air attack and that they should head for the nearest land instead of going there.
Several hours after her departure and having changed from her original course, the SS Ban Ho Guan was sailing to the south of Bali when she was sunk at 5.45pm by the Japanese submarine I-4, under the command of Lieutenant Haijam Nakagawa. There were no survivors, although there were unconfirmed reports that Captain Van der Berg had been captured and taken to Japan
The lack of survivors was very unusual at that time but Haijam Nakagawa gathered a reputation during the rest of the war for killing the survivors of his sinkings. He was tried for war crimes at the end of the war and was convicted in January 1947. He was sentenced to eight year in prison but served only four.
He is commemorated on the Singapore Memorial Column 390.

Willmott, Bernard Bruce, son of Harry Russell Willmott, gen. man. I. of Wight Rly; b. 27 Aug. 1918; adm. Sept. 1929 (R); left Dec. 1932; FO RAF Dec. 1938, Flt Lieut. Sept. 1940, temp. Sqdn Ldr Sept. 1941; transf. RAFVR June 1942, temp. Wing Cdr July 1944; killed in action 26 Aug. 1944.

Bernard Bruce Willmott was born at Newport, Isle of Wight on the 27th August 1915 the son of Harry Russell Willmott, an engineer and manager of a railway company, and Ethel Lucy (nee Hewlett) Willmott of St Nicholas, Newport. He was educated at Westminster School where he was up Rigaud’s from September 1929 to December 1932.
He was granted a short service commission as an Acting Pilot Officer on probation in the Royal Air Force on the 29th of June 1936. He was confirmed in his rank on the 4th of May 1937, which became effective on the 2nd of June 1937 and was promoted to Flying Officer on the 8th of December 1938. He was promoted to Flying Officer on the 3rd of September 1940 and to Squadron Leader on the 1st of September 1941. He was posted to 36 Squadron based at Singapore.
At 9.30am on the 26th of January 1942, a Hudson reconnaissance aircraft spotted two Japanese cruisers, eleven destroyers and two 10,000 ton vessels surrounded by barges some 10 miles off Endau and heading towards the coast. The Royal Air Force was despatched to try to stem their advance and at 1pm 6 aircraft from 100 Squadron and 3 from 36 Squadron, escorted by 8 Hurricanes and 15 Buffalo fighters, attacked the Japanese transports and landing craft off the small port in cloudy conditions. In spite of the attentions of Japanese Zero fighters they pressed home their attack, losing five of their number.
At 3pm plans were made for the attack to be repeated by 9 Vildebeest and 3 Albacore aircraft from three different squadrons including 36 Squadron with each aircraft being loaded with six 250lb bombs; the bombers having been ordered to carry bombs as it was felt that the water was too shallow to use torpedoes. They were escorted by 4 Buffaloes and 8 Hurricanes and by this time the weather had cleared.
Bruce Willmott and his crew took off from RAF Seletar in Vildebeest Mk III K4188 for the operation. During the attack the aircraft was seen to be flying at low level while attacking enemy vessels at the mouth of the River Mersin. It was shot down by an enemy fighter and was seen to be going down in flames before being lost to sight.
The fighters’ fire had killed the observer and the air gunner and had wounded Bruce Willmott in the right foot. The aircraft became out of control and he was forced to bale out and land in the sea where he was picked up by the destroyer HMS Thanet.
In a statement written on his release from prisoner of war camp in 1945, Warrant Officer Ivor Raymond Jones reported that: - “In the Endau operation on 26 January 1942, my aircraft was flying next to that of Sergeant Hay. As we peeled off, I saw Hay’s aircraft hit in the petrol tank. It was diving to the deck with a fine spray coming out of the petrol tank. I lost sight of the aircraft after that.”
The crew was: -
Flight Sergeant George Ewen (RCAF) (Observer)
Sergeant Phillip Carlisle Hay RAAF (Wireless Operator/Air Gunner)
Squadron Leader Bernard Bruce Willmott (Pilot) (Evaded)
His mother received the following telegram dated the 2nd of February 1942: - “Regret to inform you that your son Temporary Squadron Leader Bernard Bruce Willmott is reported missing as the result of air operations on 26th January 1942. All possible enquiries will be made and any information received will be communicated to you immediately. Should news of him reach you from any source please advise this department.”
6 Vildebeests and 2 Albacores had been shot down during the engagement with others being damaged and some of their crews wounded. The attacking force claimed to have sunk one enemy cruiser and two destroyers as well as hitting the transport ships of which one was set on fire. Casualties were caused among the Japanese troops both in their barges and on the beach. The enemy fighter escort had also suffered, losing twelve “Zeros” and with four more being damaged for the loss of two Hurricanes and one of the Buffaloes.
He was admitted to Alexandria Hospital at Singapore and was evacuated from the island on board the SS Empire Star during the first week of February. He was landed at Batavia from where he returned to England on board a hospital ship.
Small pieces of the wreckage and a Browning machine gun from his Vildebeest were found by an army search party in June 1946, about two miles into the jungle from the eight mile point of the Endau to Mersing Road. The bodies of his two crewmen were not found.
He transferred to the Royal Air Force Volunteer Reserve on the 2nd of June 1942.
He was married in Wales in 1943 to Marjorie (nee Penny) of “Homefield”, Brighstone on the Isle of Wight.
He was promoted to Wing Commander on the 1st of July 1944.
On the 26th of August 1944, 143 Squadron made eight attacks on enemy E-Boats and other shipping at Boulogne and in the Le Touquet area causing significant damage. The operation was codenamed “Operation Swingate”.
Bruce Willmott and his Observer, Pilot Flying Officer William Snowden, took off at 11.15pm that night in Beaufighter TFX NE772 as one of eleven aircraft from the Squadron for the operation. They were seen to make an attack on enemy shipping but failed to return and their fate is unknown.
His was one of two aircraft that were lost during the operation.
The Vice Admiral commanding Dover wrote to the Squadron the next day: - “A considerable number of E Boats were out during the night, but thanks to the efficient air effort none got through to our convoys. None even made contact with the protecting forces. The E Boats were so well plastered they abandoned the job!”
He is commemorated on the Runnymede Memorial, Panel 200.

Wilde, David Scott, son of Sidney Algernon Wilde, chartered survevor, and lris Scott, d. of Wal­ter Scott-Thomson; b. 17 June 1923; adm. Sept. 1935 (G); left Dec. 1939; Ordinary Seaman RNVR; killed in action in HMS Coventry 14 Sept. 1942.

David Scott Wilde was born at Radlett, Hertfordshire on the 17th of June 1923 the son of Sidney Algernon Wilde, a chartered surveyor, and Iris Scott (nee Thomas) Wilde of 78, Carlisle Mansions, Westminster in London and of “Crowtrees”, 49, Watford Road, Radlett in Hertfordshire. He was educated at Westminster School where he was up Grant’s from September 1935 to December 1939.
He enlisted in the Royal Navy and was posted to the light cruiser HMS Coventry (D43).
On the 14th of September 1942, HMS Coventry, under the command of Captain Ronald John Robert Dendy RN, was taking part in Operation Agreement, a commando attack on the harbour at Tobruk. At 11.40am she was sailing to the north of Marsa Matruh as part of “Force D” with her escorts, the destroyers HMS Belvoir, HMS Dulverton, HMS Hursley and HMS Croome, when the group was attacked by enemy aircraft. The enemy formation consisted of 16 Junker 88 aircraft each of which was armed with one 500lb bomb and three 250lb bombs. In the ensuing attack HMS Coventry was the focus of the enemy’s attack with four direct hits being scored on her. Three of the bombs fell in the ship’s engineering area while one wrecked the bow. She was set on fire and came to a dead stop in the water. The survivors were taken off and she was scuttled by the destroyer HMS Zulu at 3.15pm. Sixty three of her crew had been killed during the attacks with David Wilde being among the dead. HMS Zulu was also later in the day and the survivors were transferred to HMS Croome. HMS Zulu was taken under tow by HMS Hursley but sank at 7pm.
He is commemorated on the war memorial at Radlett.
His brother, Pilot Officer Sidney John Scott Wilde, 115 Squadron, Royal Air Force, was killed in action on the 3rd of August 1940.
He is commemorated on the Portsmouth Naval Memorial Panel 66, Column 2.

Whiskard, Richard Geoffrey, son of Sir Geoffrey Granville Whiskard KCB KCMG, UK High Commissioner to the Commonweath of Australia, and his first wife Cynthia Salome Caroline, d. of Edmund Whitelock Reeves; b. 31 Mar. 1920; adm. Sept. 1933 (H), KS May 1935; left July 1938; Univ. Coll. Oxf., matric. 1938; Welsh Guards 1940-4 (Lieut.); killed in action (Normandy) 2 Aug. 1944.

Richard Geoffrey Whiskard was born at Kensington, London on the 21st of March 1920 the elder son of Sir Geoffrey Granville Whiskard KCB, KCMG, MA, High Commissioner to the Commonwealth of Australia, and Lady Cynthia Salome Caroline (nee Reeves) Whiskard of 156, Sloane Street in London and of 13, Mill Street, Mildenhall in Suffolk. He was educated at Westminster School where he was up Homeboarders from September 1933 to July 1938 and was a King’s Scholar from May 1935. From the beginning of his time at Westminster he took an intense interest in the School and in the Abbey and was already a considerable authority on their history and antiquities. He matriculated for University College, Oxford in 1938 but left before graduating for military service.
He attended an Officer Cadet Training Unit before being commissioned as a 2nd Lieutenant in the Welsh Guards on the 2nd of November 1940. He was posted to the 2nd (Armoured Reconnaissance) Battalion of his Regiment on the 8th of September 1943.
The 2nd (Armoured Reconnaissance) Battalion, Welsh Guards landed in Normandy in late June 1944 and fought in a number of engagements during the following few weeks.
On the evening of the 1st of August 1944, the 2nd (Armoured Reconnaissance) Battalion, Welsh Guards moved to a position just to the north of the village of St Martin des Besaces. At first light the following morning Nos. 1 and 3 Squadrons moved through the village to La Tourneur and then to Catheolles where the two Squadrons split with No. 3 Squadron by-passing Courteil and Montchamp before reaching the village of La Marvindiere. No. 1 Squadron, which had been unable to leave the roads, lost two tanks early in the advance. In the evening all three of the reconnaissance Squadrons moved into the area of La Marvindiere where they were under heavy shelling, mortar and sniper fire throughout the night. They held these positions until the 5th of August when they were withdrawn at 5am. They had suffered casualties during this period of three officer and even other ranks killed with twenty other ranks wounded. Richard Whiskard was among the dead.
His commanding officer described his death as: - “One of our major losses.”
His father wrote the following after the death of his son: -
“My son was killed, early in August in Normandy. A fellow officer sent me a sketch map of the spot where he was buried. I sent this to a niece of mine, who is a nursing sister with the British Army, and two months after his death, she was able to visit the place. She found that at the foot of the grave where he and the driver of his tank, who was killed by the same shell, were buried, a flowering shrub had been planted and was in full blossom. At the head of the grave, under each of the two crosses, was a vase of fresh flowers. This had been done by the French family who lived nearby. When they saw my niece, they came to the grave and brought her back with them to the farm house and gave her tea. They told her that they would always, as long as they themselves were there, tend the grave. I feel that this may, perhaps give comfort to some of your readers. Other French people, no doubt, have done, and will do, the same.”
He is commemorated on the war memorial at Mildenhall and on the memorial at University College, Oxford.
He is buried at St Charles de Percy War Cemetery Plot I, Row G, Grave 14.