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The Last Flight of Hudson Fh.307] 2021 www.BritishMilitaryHistory.co.uk Author: Robert PALMER, M.A. Lockheed Hudson Mk. III THE LAST FLIGHT OF: HUDSON FH.307 A concise history of the last flight of Lockheed Hudson Mk. IIIA, FH.307, which crashed near R.A.F. Chivenor, North Devon, on 29 April 1943, killing four air crew and five V.I.P passengers. Copyright ©www.BritishMilitaryHistory.co.uk (2021) 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307] The Last Flight of Hudson FH.307 Version: V3_2 This edition dated: 22 January 2021 ISBN: Not yet allocated. All rights reserved. No part of the publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means including; electronic, electrostatic, magnetic tape, mechanical, photocopying, scanning without prior permission in writing from the publishers. Author: Robert PALMER, M.A. (copyright held by author) Assisted by: Stephen HEAL, David HOWELLS & Graham MOORE Published privately by: The Author – Publishing as: www.BritishMilitaryHistory.co.uk The author wishes to thank ‘Forscher’ for his permission to use photographs of the graves of the four air crew who lie at Mill Hill Cemetery. 1 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307] Contents Chapter Pages Introduction 3 The Lockheed Hudson 3 – 4 No. 24 Squadron 5 – 6 Circumstances of the Crash 6 – 7 Court of Inquiry 7 Accidents Investigation Branch 8 The Air Crew and Passengers 42718 F/L G. L. MacINTYRE, D.F.C., R.A.F. 9 – 10 49734 F/O F. R. FORD, R.A.F. 11 508810 W/O P. F. LAVER, R.A.F. 11 1235898 AC1 H. J. A. NEWTON, R.A.F.V.R. 11 Rear Admiral P. J. MACK, D.S.O.*, R.N. 11 – 13 Captain Sir Thomas L. BEEVOR, 6th Baronet, R.N. 13 Major General H. L. N. SALMON, M.C., Canadian Army 14 – 16 Lieutenant Colonel C. F. G. FINLAY, R.C.A.S.C. 16 – 17 Lieutenant Colonel G. G. H. WILSON, R.A. 18 Conclusions 19 In Memoriam 20 – 21 Maps of the Crash Site 22 – 23 Photographs 24 – 30 Bibliography and Sources 31 2 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307] Introduction All aspects of flying involve an element of risk, and in wartime, that risk is significantly greater. The risks did not just apply to air crew on operational sorties; they applied to passengers as well. During the Second World War, it was necessary and appropriate to fly selected personnel around the U.K., and to and from overseas destinations. The majority of military personnel were deployed overseas by sea, but for Very Important People/Personnel (V.I.P.), and other key personnel, it was more efficient to fly them to where they were required to be. One of the key routes was from the South- West of England, to Gibraltar across the Bay of Biscay. From Gibraltar, routes extended to West Africa, or to Malta, Egypt and beyond. Following the invasion of French North Africa in late 1942, an increased traffic of personnel and freight (including mail and despatches) developed between the U.K. and Gibraltar. The British and American Chiefs of Staff agreed that after the victory in Tunisia, the next objective was to be the invasion of the Italian island of Sicily. This was to be a large operation, with more divisions landing on Sicily on 9 July 1943 than on the beaches of Normandy on 6 June 1944. This required several planning meetings in Algeria and Tunis, to be attended by the commanders of the various naval formations, army formations, and the air component. The invasion of Sicily was designated to be the first major campaign in which the Canadian Army was to participate, with the deployment of the 1st Canadian Infantry Division from the U.K. to Sicily. It was in connection with one of these planning meetings that a Lockheed Hudson from No. 24 Squadron, set off from R.A.F. Hendon, Middlesex, on 29 April 1943, bound eventually for Algiers. Two important Royal Navy officers, and three important Army personnel were being conveyed to become involved in that planning process. They got no further than North Devon, as their aircraft crashed on the approach to R.A.F. Chivenor. This is their story. The Lockheed Hudson The Lockheed Hudson is an important aircraft in the history of the Royal Air Force (R.A.F.), as it was the first American built aircraft to see operational service with the R.A.F. during the Second World War. The Lockheed 14 was designed as a small airliner and it made its maiden flight on 29 July 1937. It became popular with airlines and was frequently seen at British airports. R.A.F. Coastal Command needed an aircraft for maritime general reconnaissance, as the Avro Anson lacked the range and the bomb load to be effective in this role. A British Purchasing Commission travelled to the United States of America in June 1938, and were so impressed with the military options for the Lockheed 14, that they ordered two-hundred for service with the R.A.F.. This caused some controversy at the time, with some people objecting to the purchase of American aircraft believing that the Royal Air Force should only order aircraft designed and built by British companies in the U.K.. 3 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307] The new aircraft for the R.A.F. was to be known as the Hudson. They were intended to be navigation trainers, but proved so versatile, that they were soon allocated to front-line squadrons. The first aircraft delivered to the R.A.F. was N.7205, which made its maiden flight on 10 December 1938. The aircraft were delivered to the R.A.F. by sea in crates commencing on 15 February 1939, and they were assembled at a facility at Speke airport in Liverpool. Known as the Hudson Mk. I, the aircraft entered service with No. 224 Squadron at Gosport in the summer of 1939. At the outbreak of the Second World War, No. 224 Squadron was based at R.A.F. Leuchars, Fife, with No. 233 Squadron based at R.A.F. Bircham Newton in Norfolk, and No. 220 Squadron converting to Hudsons at R.A.F. Thornaby in Yorkshire. The order for Hudson Mk. I aircraft was increased to three-hundred and fifty, followed by twenty Hudson Mk. II (fitted with a different airscrew), and four-hundred and fourteen Hudson Mk. III aircraft. The Hudson Mk. III differed from the two earlier marks by being fitted with the 1,200 hp Cyclone GR-1829-G.205A engine in place of the 1,100 hp version. On 31 January 1940, fourteen Hudson aircraft became the first in Coastal Command to be fitted with Air to Surface Vessel (A.S.V.) radar. On 11 November 1940, seven Hudson Mk. III aircraft flew across the Atlantic Ocean for the first time to be delivered to the Royal Air Force. All subsequent deliveries of aircraft to the U.K. were flown over. Over eight-hundred Hudsons had been delivered to the Royal Air Force through the purchase contracts, before Lease-Lend arrangements came into force in 1942. The first aircraft delivered by these revised arrangements were Mk. IIIA versions, of which three-hundred and eighty-two were received. The Hudson Mk. III was followed by the Mk. V, of which three-hundred and nine were delivered. Four-hundred and fifty Mk. VI aircraft were supplied to the R.A.F., as well as thirty Mk. IV aircraft that were diverted from an R.A.A.F. contract. The Mark IV, V and VI aircraft were all fitted with 1,200 hp Pratt and Whitney Twin Wasp S3C4-G engines. Overall, just over two-thousand Hudsons were supplied to the R.A.F. by purchase or Lend-Lease before manufacture ceased in June 1943. The aircraft was adapted by the R.A.F. for use as a maritime reconnaissance and attack aircraft. It had an air crew of four: pilot, observer, wireless operator and air gunner. It was of an all-metal, stressed skin construction. The wingspan was 65’ 6”, the length 44’ 4”, and the height 11’ 10”. When empty, the aircraft weighed 12,000 lb, and when fully loaded 17,500 lb (Mk I) or 18,500 lb (Mk. VI). The maximum speed of a Mark I aircraft was 246 mph at 6,500 feet, with a cruising speed of 170 mph. The endurance was six hours. The Mk. VI was faster at 284 mph, and it had a range of 2,160 miles and an endurance just short of seven hours. The aircraft were fitted with two 0.303” machine guns in a fixed mounting facing forward, and two 0.303 machine guns in the dorsal turret. There was provision for two beam guns, and one in a ventral position. The bomb load of a Mk. I aircraft was 750 lb, and for a Mk. VI, 1,000 lb.1 1 THETFORD Owen Aircraft of the Royal Air Force since 1918 (London, Putnam & Company, Sixth Edition 1976) 4 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307] No. 24 Squadron No. 24 Squadron was a communications and transport unit within the Royal Air Force, and throughout the Second World War, it was based at R.A.F. Hendon in north-west London. It was, in effect, the airline of the R.A.F.. The squadron was formed on 21 September 1915 and saw action in France during the First World War.
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