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.

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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

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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..

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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)

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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. After the war, it was reformed at R.A.F. Kenley as a communications unit with the responsibility of providing air transport for members of the government, heads of state, and senior officers of the three Armed Services.

On 8 July 1933, the squadron moved to R.A.F. Hendon as the demands placed on it grew. It operated an increasingly diverse range of aircraft, which from September 1939, included some Lockheed Electra airliners; the civilian forerunner of the Hudson. The first Lockheed Hudson Mk. I aircraft was taken on strength on June 1940, and other versions followed, including the Mk. IIIA and Mk. V. Aircraft known to have been used by the squadron include: N.7364, AE.533, AE.636, AM.717, FH.460 and FK.482.

With the outbreak of the Second World War, the squadron became busy with regular flights between London and Paris. There was also a regular Hendon to Harrogate service, conveying people and government papers, as many government departments had been evacuated to the Yorkshire town when war was declared. Until the fall of France in June 1940, the focus of the operation of the squadron was conveying Very Important Personnel (V.I.P.) from the U.K. to France, and return, and detachments of the squadron were based in France. After June 1940, the focus was on flying sorties within the U.K., but from April 1942 onwards, an increasing number of sorties were flown from the U.K. to Gibraltar, and on to destinations in the Middle East. These flights conveyed service personnel, senior officers, and other V.I.Ps., as well as stores and important papers between the U.K. and the Mediterranean theatre. Most of these flights to and from Gibraltar, and onwards, were flown by the Hudson aircraft of the squadron.

In April 1943, the aircraft allocated to the squadron were reduced to two main types, the Douglas Dakota and the Avro York. Most of its sorties were now overseas, and a fourth flight using Dakotas was formed within the squadron. In August 1943, this flight was enlarged and split from No. 24 Squadron to form No. 512 Squadron. In addition, No. 510 Squadron was formed to focus on flights internal to the U.K., to allow No. 24 Squadron to focus on the overseas flights, now including to and from India. In addition to its usual tasks, No. 24 Squadron was called upon to fly casualties, and in particular, stretcher cases, within the U.K. and from overseas.

Post-war, the squadron left R.A.F. Hendon on 23 February 1946 to move to R.A.F. Bassingbourn. As part of Transport Command, it concentrated on flying V.I.Ps. using Dakota aircraft. In 1947, it was reorganised on a Commonwealth basis, drawing air crew from several allied air forces.

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The squadron was heavily involved in the Berlin airlift, and later flew Hastings aircraft, and then in 1968, it moved to R.A.F. Lyneham as part of the Hercules Transport Wing. It remains an operational squadron in the R.A.F. in 2018.2

Circumstances of the Crash

At 11.00 hours, on Thursday 29 April 1943, Lockheed Hudson Mk. IIIA (Special), FH.307, took off from R.A.F. Hendon bound for the Middle East. It was tasked with a special ferrying flight to R.A.F. Portreath, and onwards to Gibraltar. Due to the adverse weather conditions known to be present at R.A.F. Portreath, No. 10 Group advised R.A.F. Hendon to cancel the flight. Owing, however, to the great importance of the passenger’s mission, it was finally arranged that the aircraft should proceed to R.A.F. Chivenor to stage, before flying onwards to Gibraltar. This arrangement was agreed before the aircraft took off, and the pilot was fully aware of the revised flight plan.

The aircrew were:

42718 F/L G. L. MacINTYRE, D.F.C., R.A.F. Pilot & Captain 49734 F/O F. R. FORD, R.A.F. Navigator 508810 W/O P. F. LAVER, R.A.F. . WOp 1235898 AC1 H. J. A. NEWTON, R.A.F.V.R. Fitter/Steward

The passengers were:

Rear Admiral P. J. MACK, D.S.O.*, R.N. Captain Sir Thomas L. BEEVOR, 6th Baronet, R.N. Major General H. L. N. SALMON, M.C., Canadian Army Lieutenant Colonel C. F. G. FINLAY, R.C.A.S.C. Lieutenant Colonel G. G. H. WILSON, R.A.

It is believed that F/L MacINTYRE volunteered to fly this sortie when the scheduled pilot reported sick shortly before take-off. At approximately 12.15 hours, the aircraft was observed approaching R.A.F. Chivenor from a Northerly direction, flying at about 300 feet, apparently preparing to land. After completing the final turn and while lining up on to the West/East runway, the aircraft appeared to have lost flying speed, stalled, and commenced to spin. Partial recovery was effected from the spin, but not from the stall, with the result that the aircraft crashed. Upon impact, the aircraft burst into flames and all the occupants were killed.

Between R.A.F. Hendon and R.A.F. Chivenor, the cloud ranged from 1,000 feet to 5,000 feet, and occasionally above 10,000 feet.

2 RAWLINGS, John D. R. Coastal, Support and Special Squadrons of the RAF and their Aircraft (London, Jane’s Publishing, 1982) p.41-42

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The Form 540 Operations Record Book (O.R.B.) for R.A.F. Chivenor records the event as follows:

29.4.43 1230 Flying Control informed us (The Medical Section) that a Hudson aircraft had crashed and burst into flames in the neighbourhood of R.A.F. Wrafton. On arrival the plane was burning furiously and all occupants except one still in the plane. One of the passengers, Lieut Col. F. was found with severe head injuries and burns – dead – about 100 yards from the wrecked plane. Later, the nine bodies were recovered and removed to the Station Mortuary.3

The O.R.B. for No. 24 Squadron states that the aircraft took off from R.A.F. Hendon, bound for R.A.F. Portreath, with five passengers, which are listed. The aircraft was also carrying 809½ lbs of freight, most of which must be assumed to be the personal belongings of the five passengers. The entry states: ‘but aircraft stalled when approaching CHIVENOR at 12.18 hrs, to land, and nose-dived into the ground. Aircraft and engines burnt extensively and total wreck. Category ‘E’. Cause unknown. All crew and passengers killed.’4

The crash of the Hudson was witnessed by some Land Girls working in nearby fields. Some decided not to approach the scene of the crash, but two went forward to see if there was anything they could do for the occupants.5 They later told their friends and colleagues that they regretted going to the scene. As they approached the crash site, they saw that the aircraft was destroyed and that all the occupants were almost certainly dead. They came across a man’s shoe, still containing the foot of its owner. The field where the aircraft crashed was being used to grow a crop of irises, which were lost as a result of the crash and subsequent recovery operation.

Court of Inquiry

A Form 765 (C), Report of Flying Accident or Forced Landing not attributable to Enemy Action, was completed in respect of this air crash, as it is referred to in the O.R.B. entry of No. 24 Squadron, but a copy has not been located.

Accidents Investigation Branch

Given the nature of the air crash, and the status of the five passengers, the Accidents Investigation Branch investigated this incident. Their report states:

The aircraft took off from Hendon airfield at 11.00 hours on Thursday 29 April, to proceed on a special ferrying flight to Portreath and onwards. Due to adverse weather conditions at Portreath, Hendon were advised by 10 Group to cancel the flight.

3 Operations Record Book R.A.F. Chivenor 1943 TNA AIR 28/153. 4 Operations Record Book No. 24 Squadron April 1943 Record of Events TNA AIR 27/295 8. 5 Information provided by Dot DAVIES. She did not go to the scene, but two of her colleagues did so.

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Owing, however, to the great importance of the passengers’ mission it was finally arranged that the aircraft should proceed to Chivenor airfield and onwards. This arrangement was made prior to take-off and the Pilot was informed.

At approximately 12.15 hours, the aircraft was observed approaching Chivenor from a Northerly direction, at about 300’, apparently approaching to land. It is stated that the undercarriage wheels were down but that the Fowler flap carrier rails protruding from the trailing edge of the wings were clearly visible, indicating that the flaps were not down.

After completing the final turn and while lining up on to the West/East runway the aircraft appeared to have lost flying speed, stalled and commenced to spin. Partial recovery was effected from the spin but not from the stall, with the result that the aircraft crashed. Upon impact the aircraft burst into flames and all the occupants were killed.

Weather conditions at the time of the accident were as follows:- 9/10ths of strato-cumulus, base 1,000’, with fragments at 600’. 10/10ths total cloud. Visibility – 12 miles. Continuous slight drizzle. Surface win, South East, 5 miles per hour. Freezing level 750 mili-bars, i.e. 7,500’

Cause of the Accident

From the evidence available, coupled with detailed inspection of the wreckage, it is clear that in spite of the extensive experience of the Pilot, his circuit and approach was carried out at a slower speed and lower altitude than is usually associated with aircraft landing on the particular runway in question. After the final turn-in to land the aircraft appeared to ‘stay still in the air’ and it can reasonably be assumed that a stall was encountered which developed partly into a spin, from which recovery was not made.

The cause of the accident, therefore, must be attributed to an error of judgment on the part of the Pilot.

The report is signed on behalf of the Chief Inspector and is dated 27 May 1943.6

6 Accidents Investigation Branch Precis Report W.1524 TNA AVIA 5/22

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The Air Crew

42718 Flight Lieutenant Gordon Leslie MacINTYRE, D.F.C., R.A.F.

Gordon Leslie MacINTYRE was born in 1915 in Arnprior, Ontario, Canada, the son of Peter and Annie MacINTYRE. He was educated in Ontario, but with the imminent outbreak of the Second World War, he embarked for the U.K. in order to join the Royal Air Force. He was appointed a Pilot Officer, on probation, on 18 September 1939. It is not known which squadron he joined, but at 06.15 hours 30 May 1940, he was aboard H.M.S. Wolsey when the Royal Navy destroyer sailed from Dover for Dunkirk.7 How P/O MacINTYRE had managed to be invited aboard is not known, but fortunately, a photograph has survived to show him manning a Bren gun on the deck of the destroyer, and other photographs show the exploits of H.M.S. Wolsey on that date. The destroyer was secured alongside the East Pier at 09.15 hours, and it embarked about eight-hundred troops and then returned to Dover. Having disembarked the troops, H.M.S. Wolsey proceeded again to Dunkirk, arriving at 15.25 hours. This time the destroyer embarked about one-thousand and sixty troops, before returning to Dover at 22.35 hours.

P/O MacINTYRE was posted to No. 221 Squadron at R.A.F. Bircham Newton. No.221 Squadron officially came into being on 21 November 1940, at R.A.F. Bircham Newton in Norfolk, where it was to form and train. Coastal Command was as short of aerodromes as it was of aeroplanes in those days, so accommodation was hard to find, however, Bircham Newton was a pre-war station able to assist considerably from the administrative aspect. A satellite airfield at Langham had opened up and was available for circuits and bumps. S/L Tim VICKERS, then on the Signals Staff at Coastal Command Headquarters, who had previously been in No. 3 Bomber Group and had a little experience of Wellingtons, was posted in as Squadron Leader Flying, and shortly afterwards was promoted to Wing Commander and appointed as the first Commanding Officer.

The Records Office were instructed to man the Squadron completely by the end of the year and posted in a number of ground crew from Wellington bomber squadrons. The Commanding Officer paid them a personal visit to arrange for some good personnel to be transferred. In terms of the air crew, Nos. 500 and 608 Squadrons were instructed to send ten Pilots and ten Wireless Operators each. The navigators generally were posted from Blenheim squadrons to No. 221 Squadron. S/L Monty SMITH, who had served in the same bomber squadron with the Commanding Officer before the war, arrived to take over command of ‘A’ Flight, and S/L Ian BROLLY, a flying boat pilot just home from Singapore, took ‘B’ Flight. Few of the pilots were training in maritime general reconnaissance flying, and three of the five Fleet Air Arm pilots posted on loan to the squadron had not flown twin- engine aircraft.

7 See: http://vandwdestroyerassociation.org.uk/HMS_Wolsey/Gordon_MacIntyre.html

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The first aircraft the squadron used was an Avro Anson, in order to train the junior pilots. Commencing in March 1940, new Wellington aircraft were delivered direct from the manufacturers, each fitted with the new Air to Surface Vessel radar. In the meantime, the squadron used some Wellington aircraft from Bomber training units, but these were usually in poor condition. During December 1940, and January and February 1941, the winter weather and shortage of aircraft meant that flying training was very restricted. ‘A’ Flight was responsible for training the air crew, who moved to ‘B’ Flight when they were considered suitable for operational sorties. Simple sorties were undertaken across the southern North Sea to provide experience for the air crew. In February, the highlight of the month was a visit by The King to the squadron.

In April 1941, ‘B’ Flight of No. 221 Squadron moved to the newly constructed R.A.F. Limavady in County Londonderry, with the rest of the squadron following on 2 May. The squadron now had twenty-four Wellington Mk. XIII aircraft to begin operational sorties over the North Atlantic. The squadron was based at Reykjavik for three months at the end of 1941 before returning to the U.K. In January 1942, it moved to Egypt, and had detachments based on the island of Malta.

Gordon MacINTYRE was promoted to the rank of Flying Officer, war substantive, on 20 April 1941, and Flight Lieutenant (war substantive) on 29 April 1942. On 18 September 1942, he was awarded the Distinguished Flying Cross for his service with No. 221 Squadron, ‘for gallantry and devotion to duty in the execution of air operations’. His citation for his D.F.C. states:

This officer is a captain of aircraft of outstanding courage and ability. He has been operating continuously since the war began and has never shown signs of tiredness or waning enthusiasm, being eager to undertake any job and has never left it until successfully completed. He has completed many hours operational flying involving patrols over the North Sea, the Atlantic during the Battle of the Atlantic from England, Northern Ireland and Iceland.

On two occasions he has succeeded in locating and attacking enemy submarines, the second occasion being almost certainly successful. Throughout this officer has displayed exceptional skill and determination which has earned for him the confidence and admiration of the squadron.

Gordon met Patricia Aimee Margaret MOORE in London, while she was serving with the Wrens. She came from Coleraine in County Londonderry, Northern Ireland. They had been married for just six months, and Patricia was three months pregnant when Gordon died. F/L MacINTYRE is buried in Section C, Grave 20, of the Mill Hill Cemetery in Middlesex. The inscription on his grave says: ‘YOU LIVE AGAIN, GORDON IN OUR SON AND IN MY HEART ALWAYS. YOUR WIFE PATRICIA’. Gordon’s son, also christened Gordon Leslie MacINTYRE after his father, lives in British Columbia with his wife. They have two children, each now with their own families. Patricia remarried in Canada, and had two further children Elaine and Thomas, but sadly the marriage did not last. Thomas then took his mother’s maiden name of MOORE.

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49734 Flying Officer Frederick Ronald FORD, R.A.F.

Frederick Ronald FORD is believed to have been born in 1899 in Swansea, Glamorganshire in Wales. He enlisted in the Royal Air Force sometime after September 1934 as a boy entrant, and he qualified as a wireless operator and observer/navigator. On 5 August 1942, FORD was granted a commission as a Pilot Officer, on probation, from the rank of Flight Sergeant (service number 550021). FORD was promoted to the rank of Flying Officer, on probation, war substantive, on 5 February 1943, although his C.W.G.C. gravestone gives his rank as Pilot Officer. At the time of his death, he was living at 12, Tarns Gardens, Minster, Kent. He left an estate of £463 12s 8d to his wife Nellie.

508810 Warrant Officer Percy Frederick LAVER, R.A.F.

The wireless operator on board Hudson FH.307 was a pre-war Royal Air Force non-commissioned officer, Warrant Officer Percy Frederick LAVER. He was born on 21 November 1908 in Ilford, Essex, and he joined the Royal Air Force on 2 July 1928. He was thirty-four years of age when he died, and he was the son of Amelia Selina LAVER, and he was married to Priscilla LAVER of Kingsbury. LAVER is buried in Section C, Grave 21, of the Mill Hill Cemetery in Middlesex, which is the local cemetery to R.A.F. Hendon. This inscription on his gravestone reads: ‘WHOSO TAKES THE WORLD'S LIFE ON HIM AND HIS OWN LAYS DOWN, HE DYING SO, LIVES’.

1235898 Aircraftman 1st Class, Harold John Anthony NEWTON, R.A.F.V.R.

The youngest of the nine men to die in the crash of FH.307 was the steward, AC1 Harold John Anthony NEWTON. It appears that most stewards used within No. 24 Squadron were Fitters Class II by trade. He was the son of Sydney Harold and Elsie Maude NEWTON, of Banstead, Surrey. Even though he was relatively young, he was married to Brenda Dorothy NEWTON of Norbury, Surrey. He lived at 137, Covington Way, Norbury. He is buried in Section C, Grave 22 of the Mill Hill Cemetery, Middlesex, and the inscription on his graves reads: ‘AND HOW CAN MAN DIE BETTER’.

The Passengers

Rear Admiral Philip John MACK, D.S.O*, Royal Navy

Philip John MACK was born on 6 October 1892, the eldest son of Major Philip Paston MACK (1854 – 1923) who was an officer in the 12th Lancers, and his wife Kate Lucy PEARCE (1869 – 1955). The family lived at Paston Hall, Paston, Norfolk. MACK joined the Royal Navy as a Cadet on 15 September 1905, aged thirteen years. He was educated at the Naval College at Osborne on the Isle of Wight, before moving on to Britannia Royal Naval College at Dartmouth. On 9 August 1910, he was drafted to H.M.S. Indomitable, a battlecruiser, as a Midshipman, for his initial shipborne training and initiation. On 15 June 1913, he was promoted to the rank of Sub Lieutenant, and transferred to H.M.S. Amethyst, a cruiser, on 15 July 1913.

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Following the outbreak of the Great War in August 1914, MACK was promoted to the rank of Lieutenant on 15 September 1914, and he served aboard the torpedo boat H.M.S. Tigress. He then served on board H.M.S. Lord Nelson, a battleship, before joining H.M.S. River Clyde. This was a former collier that had been requisitioned and converted for use as a landing ship for the operations at Gallipoli. He served in the Gallipoli operations in April 1915, but he was invalided back to the U.K. at some time during those operations. Having recovered, in January 1917 he was appointed to command the Q-Ship ‘Result’, which was a 122 ton three masted steel hulled schooner. On 15 February 1917, the Result engaged and damaged a U-boat, UC-45, and on 4 April, it engaged another U-boat near the Noord Hinder lighthouse of Vlissingen. The ship was damaged seriously by gunfire from the U-boat, but it made it back to port. Lieutenant MACK was Mentioned in Despatches on 21 April 1917 for these actions. He subsequently was given command of another ‘Q’ Ship, called the ‘Tay and Tyne’.

After the war, Lieutenant MACK was promoted to the rank of Lieutenant Commander on 15 September 1922, and in late 1923, he was given command of a destroyer, H.M.S. Tumult. In October 1923, he assumed command of H.M.S. Wishart, another destroyer, and he served in the Mediterranean Fleet. From December 1925, he was appointed as First Lieutenant of a cruiser, H.M.S. Hawkins, which was based on the China Station. On 30 June 1927, he was promoted to the rank of Commander. On 9 April 1928, he was given command of H.M.S. Wryneck, and command of a division in the 1st Destroyer Flotilla. In July 1930, he was posted to the Admiralty in London, serving in the Operations Division. In July 1932, he returned to sea as the Commander on-board the battleship H.M.S. Nelson for two years. On 31 December 1934, he was promoted to the rank of Captain, and completed the Senior Officers’ Course at the Naval College at Greenwich. On completion of the course, he was appointed to be the naval attaché at Buenos Aires with effect from December 1935. He relinquished that appointment in November 1938, and returned to the U.K., to the appointment as Captain (D) of the 7th Destroyer Flotilla, and command of H.M.S. Jervis. He commenced that role on 20 March 1939.

With the outbreak of the Second World War, Captain MACK continued with the 7th Destroyer Flotilla, and for a couple of months, he swapped his command to H.M.S. Janus while H.M.S. Jervis was under repair following a collision. Captain MACK took H.M.S. Jervis to the Mediterranean, where he became Captain (D) of the 14th Destroyer Flotilla.

He was awarded the Distinguished Service Order (D.S.O.) on 11 July 1940, and then following the Battle of the Tarigo Convoy on 16 April 1941, he was awarded a Bar to the D.S.O. on 1 August 1941. Captain MACK also participated in the Battle of Cape Matapan in March 1941, for which he received a Mention in Despatches.

On 6 May 1942, Captain MACK was appointed to command H.M.S. King George V, a new battleship and lead ship of the class. On 12 January 1943, MACK was promoted to the rank of Rear Admiral, and relinquished command of H.M.S. King George V. Officially, he was posted to H.M.S. Excellent II, but this was an accounting base located at Bournemouth, Hampshire.

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In practice, Rear Admiral MACK was given responsibility for naval aspects of the forthcoming landings on the Italian island of Sicily, and it was in this capacity that he left R.A.F. Hendon on that fateful day. He lies buried in St. Margaret’s churchyard, in Paston, Norfolk.

Philip MACK married Elizabeth DAWSON in 1930, and they lived at Paston Hall in Norfolk. His two brothers both served in the Royal Navy during the Second World War. Commander Edward MACK D.S.O., D.S.C. was a destroyer captain, and Commander Richard Herbert MACK commanded H.M.S. Cutty Sark. This ship was a yacht, owned by Richard MACK, who had retired from the Royal Navy in 1925. In September 1939, she was requisitioned by the Royal Navy, and employed as a submarine escort vessel around the U.K.. He was awarded the O.B.E. on 14 June 1945.

Captain, Sir Thomas Lubbock BEEVOR, 6th Baronet, Royal Navy

Thomas Lubbock BEEVOR was born on 1 June 1897, son of Sir Hugh Reeve BEEVOR, 5th Baronet, and his wife Emily Georgina FOSTER. He had one elder sister, Bridget Chevallier BEEVOR, who was born on 5 May 1895. The family lived at Hargham, Norfolk, England.8

BEEVOR joined the Royal Navy on 31 July 1914, as a Midshipman, and commenced his training at the Royal Naval College, Dartmouth. He was promoted Acting Sub Lieutenant on 15 July 1916, and Sub Lieutenant on 15 January 1917. On 15 February 1918, he was promoted to the rank of Lieutenant, and after serving eight years in that rank, he was promoted to the rank of Lieutenant Commander on 15 February 1926.9 On 30 June 1936, he was promoted to the rank of Commander, and on 1 April 1938, he assumed command of H.M.S. Londonderry. This was an escort sloop, and he remained in command until August 1940. In early 1943, it is assumed he was promoted to the rank of Acting Captain, to be Flag Captain (and senior Staff Officer) to Rear Admiral MACK for the forthcoming invasion of Sicily, codenamed Operation ‘Husky’.

BEEVOR succeeded his father as 6th Baronet on 24 February 1939, as Baronet BEEVOR of Hethel, in the county of Norfolk. He married Edith Margaret AGNEW, the daughter of Frank and Edith AGNEW on 19 February 1919. They had four children, namely:

• Ina Margaret Anastasia BEEVOR, born on 2 October 1920; • Jocelyn Mary BEEVOR, born on 4 July 1927, and died on 22 February 2014; • Sir Thomas Agnew BEEVOR, born on 6 January 1929 and died on 21 January 2017; • Christian Chevallier BEEVOR, born on 30 October 1934.

Following the death of his father, Sir Thomas Agnew BEEVOR succeeded him as the 7th Baronet.

8 See: www.thepeerage.com/p5287.htm#i52861 9 See: https://uboat.net/allies/commanders/210.html

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Major General Harry Leonard Nowell SALMON, M.C.*, Canadian Army

Harry Leonard Nowell SALMON was born in Winnipeg, Manitoba, Canada on 9 February 1894, a son of John Leonard SALMON and Louise Anna COATES. Harry was the eldest of five children, and he had one brother (Sidney Francis) and three sisters Winnifred, Nellie and Blanche. He was educated at St. John's College in Winnipeg, and on leaving school, he gained employment with the Cockshutt Plow Company in Regina as a correspondence clerk. He lived at the YMCA in Regina, Saskatchewan, Canada, where he filled out his application for the Canadian Overseas Expeditionary Force. He listed his religion as the Church of England. In 1940, he was described as being 6’ tall, 174 lbs in weight, with a medium complexion, brown eyes and grey hair.

With the outbreak of the Great War, he enlisted in the 95th Saskatchewan Rifles based in Regina, but was posted to the 68th Battalion in November 1915, and transferred to the 28th Battalion in June 1916. He travelled to France with his unit, and he fought at the Battle of the Somme and at Ypres. He was awarded the Military Cross in October 1916, for his gallantry at Courcelette in September 1915. SALMON rallied his men after the commanding officer was killed, and he was wounded receiving a shrapnel wound that pierced his chest and lung. He was in hospital for some months, before returning to service with the same battalion.

SALMON fought in the Third Battle of Ypres in November 1917, with the 28th Battalion being tasked with an objective at Passchendaele. On 6 November, ‘D’ Company was ordered to penetrate the German lines, and for his gallantry, Lieutenant SALMON was awarded a Bar to the Military Cross on 25 April 1918. His citation states:

For conspicuous gallantry and devotion to duty. When his Company Commander became a casualty during an attack, he immediately took charge of the company, which he led to the final objective with great skill and courage, directing the consolidation and organization for the defense under heavy enemy fire. He was constantly up and down the line, encouraging and inspiring the men. Though twice buried by shellfire and badly shaken, he nevertheless continued his duties without assistance. His devotion to duty was most outstanding and his courage and gallantry were of the highest order.

Harry’s brother, 6065 Private Sidney Francis SALMON died on 2 April 1918, aged twenty-one years, while serving with Lord Strathcona’s Horse (Royal Canadians) in France. His body was never recovered, so he is commemorated on the Vimy Memorial in France.

Harry SALMON returned to Canada after the First World War, and continued to serve in the small, professional Canadian Army, known as the Permanent Force (P.F.). He met and married Agnes Leonore DUNCAN, daughter of Albert and Ellen DUNCAN. They had no children. Between 1920 and 1929, SALMON performed regimental duty with the Royal Canadian Regiment.

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He was selected as a Canadian Army representative to attend the Staff College at Camberley, Surrey. This was a prestigious achievement, and this indicates his standing within the Canadian Army as an officer with potential to serve at a senior rank. He then served as a General Staff Officer Grade II from 7 May 1934 until 31 March 1939, when he travelled to London on an exchange to the British War Office. Both of Major SALMON’s parents died in April 1938, his mother on 17 April, aged sixty- three years, and his father on 21 April, aged seventy-three years.

Prior to the outbreak of the Second World War, Major SALMON was serving on an exchange with the War Office in London. He was appointed to Canadian Military Headquarters in London on 7 December 1939, and on 21 January 1940, he joined the staff of the embryonic 1st Canadian Infantry Division at Maida Barracks, Aldershot. One month later, he was promoted to the rank of Lieutenant Colonel with effect from 5 February 1940, and he assumed command of the Hastings and Prince Edward Regiment. Following the withdrawal of the British Expeditionary Force from Dunkirk, a second force was sent to France under the command of Lieutenant General Alan BROOKE. This included elements of the 1st Canadian Infantry Division, and it included the Hastings and Prince Edward Regiment. Lieutenant Colonel SALMON and his regiment embarked in Plymouth on 13 June 1940, and landed at Brest the next day, and moved forward briefly into France. All the British and Canadian units were then ordered to evacuate from France, as the German advance continued. SALMON’s regiment re-embarked at Brest on 16 June 1940, and disembarked at Plymouth the next day, after their very short operational deployment.

On 5 August 1940, Lieutenant Colonel SALMON relinquished command of the Hastings and Prince Edward Regiment, on being appointed G.S.O. 1 of the 2nd Canadian Infantry Division in the U.K.. He returned to Canada on 17 May 1941, in order to assume command of the 7th Canadian Infantry Brigade, part of the 3rd Canadian Infantry Division. On 18 May 1941, he was promoted to the rank of Brigadier. The brigade was based at Debert Camp, and on 23 August 1941, it embarked for the U.K.. They disembarked in the U.K. on 2 September 1941.

On 8 September 1942, Brigadier SALMON was promoted to the rank of Major General to assume command of the 1st Canadian Infantry Division, in the U.K.. Lieutenant-General McNAUGHTON, the commander of the 1st Canadian Army chose SALMON due to his high regard for him and his reputation as a good trainer of soldiers. The appointment was made in the knowledge that the 1st Canadian Infantry Division had been identified as being involved in the forthcoming Allied landings on the island of Sicily in the Mediterranean. The Canadian soldiers had been deployed to the U.K. since early 1940, and apart from their brief sojourn into France, had seen no action. The Canadian Government were keen for their nation’s Army to have a role in the war, so had petitioned the British War Office for the inclusion of the 1st Canadian Infantry Division. In preparation for the deployment, Major General SALMON attended a five-day long course at the School of Infantry from 5 November until 10 November 1942.

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Major General SALMON enjoyed seven days leave from 11 until 18 January 1943, and then commenced planning for the deployment overseas of his formation. On 29 April 1943, he and his Assistant Adjutant and Quarter-Master-General boarded Lockheed Hudson FH.307 for what they thought would be the first stage of their journey to attend an important meeting in Algiers about Operation ‘Husky’, the codename for the invasion of Sicily. He was buried in Plot 40, Row A, Grave 1, of the Brookwood Military Cemetery in Surrey. In addition to his medals awarded during the First World War, posthumously, he was awarded the 1939-1945 Star, Defence Medal, War Medal, and Canadian Volunteer Service Medal and Clasp. His wife received a War Service Gratuity of $1,038.13, to be paid in one instalment.

Lieutenant Colonel Charles Francis Jeffery FINLAY, Canadian Active Service Force

Charles Francis Jeffery FINLAY was born on 25 November 1915 in Stamford, Ontario, Canada; son of Jeffrey and Elizabeth FINLAY (nee FORSYTH).10 He was educated at Stamford High School between 1926 and 1931, moving into Queen’s University in 1931 where he gained a Master of Arts degree in 1935. He remained at Queen’s University for another year to study commerce and finance, graduating with a Bachelor of Commerce degree in 1936. He started work as a salesman with a large manufacturing company based in Toronto.

He joined the Canadian Active Service Force on 5 September 1939, while living at 2241 Orchard Avenue, Niagara Falls, Ontario. FINLAY was granted initially the rank of Second Lieutenant. He joined the 1st Divisional Royal Canadian Army Service Corps, and he was granted the rank of Lieutenant with effect from 30 November 1939. Lieutenant FINLAY served with 1st Divisional Supply Column, and he embarked for the U.K. on 6 December 1939. FINLAY became engaged to Marion Isobel ROE on 7 October 1939, and they married on 4 November, just before he left Canada. He disembarked in the U.K. on 18 December, and with his unit was sent to Inkerman Barracks at Woking. On 29 December 1939, he was appointed as a Staff Captain, with the rank of Lieutenant, and was attached to the Headquarters of the 1st Canadian Infantry Division. He vacated that appointment and reverted to the 1st Divisional Supply Column on 13 January 1940. Lieutenant FINLAY attended the School of Administration in May 1940. Marion had followed her husband to the U.K. in February 1940, but in July, returned to Canada as directed by the Canadian Army.

On 11 June 1940, Lieutenant FINLAY was posted to Headquarters, 1st Canadian Infantry Division, and taken off strength of the 1st Divisional Supply Column. On 14 June, he was transferred to the Rear Headquarters of the Division in the U.K. On 1 June 1940, he was promoted to the rank of Captain, and again held the post as a Staff Captain. On 29 December 1940, he was a member of Course 4 of the Junior War Course held at the Staff College, Camberley in Surrey. It was a short course, and on completing it on 2 January 1941, he was appointed an Instructor on the Canadian Junior War Staff Course, and was graded as a General Staff Officer, Grade II.

10 This date of birth is taken from his records of service, at Canada, WWII Service Files of War Dead 1939 – 1947. His family have given the year of birth as 1913.

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His report from the Staff Course states:

A keen, hardworking and determined officer who is pleasant to deal with. To start with, he was handicapped by his youthfulness and the strange surroundings in which he found himself; these handicaps he had overcome. He expresses himself rather laboriously but gets his meaning across quite clearly in the end.

He is a slow thinker but reasons things out well for himself. He has common sense and sound judgment. His S.D. is not up to the standard required of a G Staff Officer. His knowledge of Q is good and he had acquired sufficient general military knowledge to enable him to work intelligently in a Q appointment. He appears fit and likely to stand up to pressure of work. He is better suited for employment with troops than in a large H.Q..

This report was dated 19 December 1940, and signed by Lieutenant Colonel T. W. HUSSEY, R.A.

On 20 April 1941, he ended that appointment, on taking up an appointment as D.A.Q.M.G. at the Headquarters, 1st Canadian Infantry Division. On 10 November 1941, he was promoted to the rank of Acting Major, whilst being employed as Deputy Adjutant and Quarter-Master General for the division. On 23 November 1941, Major FINLAY was posted to the British 38th Infantry Division, presumably to gain additional experience in Staff work within the British Army. He left there on 10 April 1942, being appointed to the Headquarters 1st Canadian Army in the U.K.. On 11 April 1942, he was promoted to the rank of Acting Lieutenant Colonel and appointed Assistant Quarter-Master- General with 1st Canadian Army. On 2 November 1942, he vacated his role with the 1st Canadian Army, and was appointed to a planning role while Specially Employed, retaining his rank of Acting Lieutenant Colonel. On 27 January 1943, he was posted to the Canadian Planning Staff in anticipation of the deployment of Canadian forces in the invasion of Sicily.

On 27 April 1943, Lieutenant Colonel FINLAY was appointed Assistant Adjutant and Quarter-Master- General of the 1st Canadian Infantry Division in order to prepare for that formation’s deployment to the Mediterranean, still retaining the rank of Acting Lieutenant Colonel. He died just two days later. His death certificate merely states the Cause of Death as: ‘Due to War Operations’. His body was taken to Brookwood Military Cemetery in Surrey, which was used for Canadian war dead by this period of the war. Charles Francis Jeffery FINLAY was laid to rest in Plot 40, Row A, Grave 2. Posthumously, he was awarded the Defence Medal, War Medal, and Canadian Volunteer Service Medal and Clasp.

Charles FINLAY was 5’ 11” tall, and weighed 142 lbs. He had a fair complexion, brown eyes and brown hair. He married on 19 July 1940, and he and his wife established their home at 59, Metcalfe Street, St. Thomas, Ontario. They had a son, who was called Robert Jeffery FINLAY, and was born on 1 January 1941 in St. Thomas, Ontario.

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Lieutenant Colonel Guy Gervers Holmes WILSON, Royal Artillery

Guy Gervers Holmes WILSON was born on 27 June 1904, the only son of Brigadier-General Sir Samuel Herbert WILSON, G.C.M.G., K.C.B., K.B.E., and Lady WILSON (Ida, daughter of F. T. GERVERS). He was educated at Winchester College, coming to Mr. BATHER’s house from St. David’s, Reigate, in May 1918. He left from Sixth Book (the name by which the Sixth Form was known at Winchester) in 1922 as a prefect to go into the steel business, following a spell in France, and in Trinidad, where his father was then Governor. In 1924 he joined the Stock Exchange with Messrs. Lemon Bros..

With the increased tension in Europe, WILSON joined the 51st (London) Anti-Aircraft Brigade on 31 October 1936, and he was commissioned in the rank of Second Lieutenant. This regiment had been raised in 1922, and it was the first Territorial Army anti-aircraft unit formed. All four batteries were based in the Duke of York’s Headquarters, Chelsea, London, S.W.3. On 8 March 1938, Lieutenant WILSON was promoted to the rank of Captain within the regiment. At the age of thirty-three years, Captain WILSON would have been one of the senior officers in the regiment in terms of age.

The 51st (London) Heavy Anti-Aircraft Regiment was deployed to Norway in April and May 1940. Following its return to the U.K., it left again in January 1941, this time bound for Egypt. It moved to Palestine in December 1941, under 9th Army. It joined 8th Army in September 1942, and moved to Italy in September 1943, staying there until the end of the war. Captain WILSON was selected to attend one of the first wartime courses at the Staff College at Camberley. After successfully completing the course, he was posted as a General Staff Officer Grade III (G.S.O. III). On 8 February 1941, he was promoted to the rank of Acting Major and appointed as a G.S.O. II.

It is believed that Major WILSON spent a period as an Instructor at the Senior Staff College at Minley Manor. On 25 April 1942, Major WILSON was promoted to the rank of Acting Lieutenant Colonel and appointed as a G.S.O. I in the Directorate of Artillery at the War Office. On 25 July, he was promoted to the rank of Temporary Lieutenant Colonel and War Substantive Major. Lieutenant Colonel WILSON was clearly well respected, as he was appointed G.S.O. I of the 3rd Infantry Division, an unusual appointment for a Territorial Army officer. It was in this capacity that Lieutenant Colonel WILSON found himself on board Hudson FH.307, as the 3rd Infantry Division was earmarked for possible involvement in the invasion of Sicily.

Lieutenant Colonel WILSON is buried in Grave B.B. 101 of the Windlesham Additional Burial Ground in Surrey. Guy WILSON married Elaine Margaret PILLING on 6 April 1929, and he had two step- daughters. He did not have any children of his own. The family lived at Roundwood, Windlesham in Surrey.

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Conclusions

Sadly, the conclusions in this accident are relatively straightforward. Due to the perceived urgency and importance in flying five Very Important Personnel to North Africa, the flight took off in marginal weather conditions. These conditions required a last-minute change in the flight plan, with the stopover changed from R.A.F. Portreath to R.A.F. Chivenor. It is not known whether the pilot had landed at R.A.F. Chivenor on a previous occasion, but it is unlikely. On the final approach to the airfield, and about one mile short of the threshold of the runway, the aircraft stalled, and crashed into a field. All on board died immediately. There was no evidence of a technical fault, so the presumption must be that the cause of the crash was an error of judgement by the pilot, brought about by a high workload, in poor weather, at an unfamiliar location, without any of the modern landing aids now available.

The pilot, F/L MacINTYRE was both experienced and trusted as a pilot, otherwise he would not have been posted to No. 24 Squadron. At the time of the crash, he had flown one-thousand, four- hundred and fifteen hours, but only two-hundred and eighty at night. He had just over two-hundred hours ‘on type’, meaning that he had flown the Lockheed Hudson for that period, of which one- hundred and thirty hours were at night. The accident was investigated thoroughly, with a Court of Inquiry and an investigation by the Accidents Investigation Branch of the Air Ministry. Neither found any technical issue that may have led to the crash, but although the pilot was responsible for what happened, it is unfair to lay any blame at his feet. He was experienced, but faced a series of factors beyond his control that came together to exert a high workload on him as he came in to land. The pilot was landing at an airfield he was not familiar with, in bad weather, and the Hudson had a comparatively high stalling speed compared with other aircraft.

It is likely that a simple error sadly proved fatal for all on board. Perhaps the key issue is why such risks were taken authorising this flight in such difficult weather conditions? No doubt, the V.I.P. passengers were keen to get to North Africa, and they may have exerted some influence for the flight to take place under the circumstances. In wartime, a whole series of marginal decisions have to be made, and perhaps simply, this is one where the outcome was the tragic death of nine people.

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In Memoriam

Date of Service No. Surname Forenames(s) Age Rank Role Service Place of Burial Grave Death Number

MacINTYRE, Flight Pilot & 1. Gordon Leslie 27 29/04/43 R.A.F. 42718 Mill Hill Cemetery Sec C., Grave 20. D.F.C.11 Lieutenant Captain

Flying Navigator 2. FORD12 Frederick Ronald 29/04/43 R.A.F. 49734 Mill Hill Cemetery Sec C., Grave 23. Officer (WOp)

Warrant 3. LAVER13 Percy Frederick 34 29/04/43 WOp R.A.F. 508810 Sec C., Grave 21. Officer

Harold John Aircraftman 4. NEWTON14 21 29/04/43 Steward R.A.F.V.R. 1235898 Sec C., Grave 22 Anthony 1st Class

11 Son of Peter and Annie MacINTYRE; husband of Patricia Margaret Aimee MacINTYRE, of Coleraine, County Londonderry, Northern Ireland. Inscription: YOU LIVE AGAIN, GORDON IN OUR SON AND IN MY HEART ALWAYS. YOUR WIFE PATRICIA 12 Son of Frederick Charles and Nellie FORD, of Bebington, Cheshire. Inscription: IN THE MIDST OF LIFE WE ARE IN DEATH 13 Son of Amelia Selina LAVER; husband of Priscilla LAVER, of Kingsbury, ?? Inscription: WHOSO TAKES THE WORLD’S LIFE ON HIM AND HIS OWN LAYS DOWN, HE DYING SO, ‘LIVES’ 14 Son of Sydney Harold and Elsie Maude NEWTON, of Banstead, Surrey; husband of Brenda Dorothy NEWTON, of Norbury, Surrey. Inscription: AND HOW CAN MAN DIE BETTER

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Date of Service No. Surname Forenames(s) Age Rank Role Service Place of Burial Grave Death Number

Rear Paston (St. 5. MACK, D.S.O.*15 Philip John 50 29/04/43 R.N. Admiral Margaret) C’yard

Sir Thomas Hargham 6. BEEVOR16 29/04/43 Captain R.N. Lubbock Churchyard

Harry Leonard Major Canadian Brookwood 7. SALMON, M.C.17 48 29/04/43 Grave 40. A. 1. Nowell General Army Military Cemetery

Charles Francis Lieutenant Brookwood 8. FINLAY18 29 29/04/43 R.C.A.S.C. Grave 40. A. 2. Jeffrey Colonel Military Cemetery

Guy Gervers Lieutenant Royal Windlesham 9. WILSON19 38 29/04/43 69381 Grave B.B. 101 Holmes Colonel Artillery Additional C’yard

15 Son of Major Paston and Kate Lucy MACK; husband of Elizabeth MACK, of Paddington, London. 16 6th Baronet. Son of Sir Hugh BEEVOR, 5th Baronet, and Lady BEEVOR (nee FOSTER); husband of Lady BEEVOR (nee AGNEW) of East Woodhay, Hampshire. Serving with H,M.S. Excellent II. 17 Husband of Agnes Leonore SALMON, of Toronto, Ontario, Canada. 18 Son of Francis Jeffrey and Elizabeth FINLAY; husband of Marion Isabel FINLAY, of St. Thomas, Ontario, Canada. B.A., B.Comm, Queen’s University, Kingston, Ontario. 19 Son of Brigadier-General Sir Samuel Herbert WILSON, G.C.M.G., K.C.B., K.B.E., and Lady WILSON (nee GERVERS); husband of Elaine WILSON of Chelsea, London.

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Map of the crash site and R.A.F. Chivenor

Crash Site R.A.F. Chivenor

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Map of the crash site of FH.307 – 29 April 1943 (Direction of Flight)

Crash Site R.A.F. Wrafton

East – West Runway R.A.F. Chivenor

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Above – Two photographs of Lockheed Hudson aircraft in R.A.F. service.

Author’s Collection

24 22 January 2021 [THE LAST FLIGHT OF HUDSON FH.307]

Left – F/L MacINTYRE on board a destroyer during the Dunkirk evacuation, manning a Bren gun

position.

Above – Portrait of F/L Gordon Leslie MacINTYRE. Courtesy of MacINTYRE family Above Right – Grave of F/L MacINTYRE in Mill Hill Cemetery.

Courtesy of https://www.findagrave.com/memorial/24734751/gordon-leslie-macintyre

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Above left – The C.W.G.C. headstone on the grave of F/O F. R. FORD. Note that this gives his rank as Pilot Officer, when in fact, he held the rank of Flying Officer. Above Right – The grave of W/O LAVER, in Mill Hill Cemetery. With permission of https://www.findagrave.com/memorial/

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Left – The C.W.G.C. headstone on the grave of AC 1 NEWTON in Mill Hill Cemetery. With permission of https://www.findagrave.com/memorial/

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Above Left – Rear Admiral MACK, as a Captain, and probably on-board H.M.S. King George V.

Above Centre – Grave of Captain Sir Thomas Lubbock BEEVER, 6th Baronet.

Above Right – Major General Harry SALMON, Canadian Army. Courtesy of: Graham MOORE

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Above – The scene of the crash in April 2018, looking towards the former R.A.F. Wrafton.

Above Right – A closer view of the buildings of the former R.A.F. Wrafton, a G.C.I. station opened in 1942.

Right – The group of aviation historians from North Devon who visited the scene of the air crash, seventy-five years on, to pay their respects to the deceased. The Author – 2018

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Above – Artifacts recovered from the crash scene by some aviation archeologists and now on display at the Davidstow Moor Memorial Museum in Cornwall. Courtesy of: The Davidstow Moor Memorial Museum

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Bibliography and Sources

Primary Sources

Canadian War Ministry Personnel Record Harry Leonard Nowell SALMON, Canada, WWII Services Files of War Dead, 1939-1947 At: www.ancestry.co.uk Canadian War Ministry Personnel Record Charles Francis Jeffery FINLAY, Canada, WWII Services Files of War Dead, 1939-1947 At: www.ancestry.co.uk Air Historical Branch Form 1180 Accident Card

Secondary Sources

ALLISON Les & HAYWARD Harry They Shall Not Grow Old (Canada, Commonwealth Air Training Plan Museum, 1992) p.803. CUMMINGS, Colin Though Without Anger (Losses of Transport and Special Duties Aircraft and Assault Gliders 1940 – 1945) (Yelvertoft, Nimbus Publishing, 2008) LAKE, Alan Flying Units of the R.A.F. – The ancestry, formation and disbandment of all flying units from 1912 (Shrewsbury, Airlife Publishing Ltd., 1999) PHILPOTT W/C Ian M. The Royal Air Force – An Encyclopaedia of the Inter-War Years Volume II Re- Armament 1930 to 1939 (Barnsley, Pen & Sword Aviation, 2008) RAWLINGS, John D. R. Coastal, Support and Special Squadrons of the RAF and their Aircraft (London, Jane’s Publishing, 1982) THETFORD Owen Aircraft of the Royal Air Force since 1918 (London, Putnam & Company, Sixth Edition 1976)

Websites

No. 24 Squadron (RAF): Second World War http://www.historyofwar.org/air/units/RAF/24_wwII.html [Accessed 27 June 2016] CWGC Commonwealth War Graves Commission http://www.cwgc.org/find-war-dead.aspx [Accessed 27 June 2016] R.A.F. Commands http://www.rafcommands.com/forum/ [Accessed 29 July 2016] HMS Wolsey http://vandwdestroyerassociation.org.uk/HMS_Wolsey/Gordon_MacIntyre.html

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The Last Flight of

Hudson FH.307

www.BritishMilitaryHistory.co.uk

Robert PALMER, M.A.

Published by: The Author.

33