218 (Gold Coast) Squadron Association - Introduction: Reform & Re-Equip

Thursday June 6 th 1940 found the bedraggled remnants of 218 Squadron scattered in and around their new home of RAF Mildenhall. On his arrival, W/Cdr Duggan immediately requisitioned a hanger for the purpose of a temporally squadron Headquarters. Almost immediately Duggan ordered all remaining non-essential staff on three days special leave. The tired and weary men of 218 Squadron departed Mildenhall in batches of a dozen over the next few days. For the next two weeks the squadron for all intense and purposes did not exist, the squadron effectively had no men and no aircraft, the bloody battle of France had taken a heavy toll.

It was not until Monday June 24 th that the squadron began to resemble a front line bomber squadron; this brief resurgence of activity was however short lived, as almost immediately on their return all non-aircrew were temporally attached to No.149 Squadron. The depletion of trained groundcrews continued, the hardworking groundcrews who had continued to service and maintain the squadrons Battles throughout 1939/40 were posted without any explanation. These men were the backbone of the squadron, a number of which had served on the squadron since it's formation back in 1936. The aircrews whose lives depended on their skill and ability especially felt their departure. To keep the remaining aircrews active, Wing Commander Duggan arranged that the squadron's airgunners and observers were given desk jobs, mostly in the capacity of recording clerks, while the squadron navigators were tasked with working in the Stations Operations Room. A signal was received on the afternoon of August 24 th , informing the squadron that it was to be re-equipped with the twin engined Bristol Blenheim and on its conversion to be placed under full operational control of No.2 Group.

There was a general air of excitement throughout the squadron, the gloom of the past weeks lifted, the Bristol Blenheim was a dramatic improvement over the Battle in both performance and bombload. A second signal followed on the 25 th confirmed the conversion and the move.

Bristol Blenheim

Within days the squadron crews were greeted with the news that Wing Commander Duggan was to be replaced by Wing Commander Andrew Nicholson Combe of No.71 Wing. This was a bitter blow to the survivors of France , Duggan had commanded the squadron from January 4 th 1938 . In that time he had been instrumental in maintaining a high level of performance from all ranks, his leadership qualities had instilled a fighting spirit within the squadron, this was evident by all throughout the French campaign.

On June 29 th the squadron was once again ordered to move, the squadrons new home would be RAF Station Oakington, departure from Mildenhall was to take place within ten days. On July 2 nd Wing Commander Duggan finally left for Oakington to take up his temporary appointment. The squadron in the mean time under the command of Squadron Leader Gillman took delivery of three Blenheims on the 5 th . Two aircraft were immediately dispersed, the third which required some repairs and slight modification was quickly pushed into a adjacent hanger were the tail wheel promptly collapsed. The next day all available flying personnel were given an intensive series of lectures, those pilots not on the course at Upwood carried out Link Trainer practice. For the next two days an intensive training programme was undertaken, this was however limited to ground instructions only has it was not until the return of Pilot Officer Turnbull fresh from his Blenheim conversion at No.17 O.T.U. on the early evening of the 7 th that the squadron had any trained pilots. By 22.00hrs that same evening, Turnbull had been joined by Flying officer Newton and Pilot Officers Smith and Crosse.
ch Campaign.

To accelerate the squadron's conversion the Stations flights Miles Magister was pressed into service on the 8 th , this was only a temporary measure as within 24 hours the remaining non-converted crews were order to proceed immediately to No.17 O.T.U for conversion. Wing Commander Combe made a brief visit during the day, he spoke with the crews and made his presence felt. Flying training continued on the 9 th , however two heavy landing effectively brought all flying training to a halt when the oleo leg on both Blenheims collapsed. With the squadron all but grounded, it was left once again for Flying Officer Richmond to locate and obtain urgently needed spares. On this occasion he flew to RAF Station Wattisham. Flying in the last serviceable Blenheim Richmond in a desperate bid for replacements, managed after a frantic search to acquire a number of urgently required spares, which were rushed back to Mildenhall.

At around 09.30hrs on the morning of Saturday 13th a short Cross Country exercise was planned, one of the officers briefed was Flying Officer Newton, his instructions were to flying from Mildenhall to Waddington and on to Sywell and then back to base. Airborne in Blenheim Mk.IV R.3597 at 10.55hrs F/O Newton was accompanied by two recently arrived observers, Sergeant David Malpass and Sergeant Joseph Routledge, both of whom were to carry-out map reading practice. Within 40 minutes of take off all three airmen were dead, the Blenheim crashed near Harrold, 8 miles north of Bedford .

Over the next two weeks the squadron crews were airborne daily carrying out air gunnery, navigation and formation flying. The pilots initially found it difficult to fly in formation with the Blenheim, however two days of intense training under the watchful and critical eye of W/Cdr Combe soon had the squadron crews maintaining a steady and tight formation. When not flying all aircrews were given ground lectures on the Bristol Mercury XV engine by Squadron Leader Pollit. To add with navigation two Avro Anson's, serial N.5014 and N.5010 were taken on squadron strength to help with air navigation. It was not until July 29 th the intensive training programme was temporally halted.

Sergeant Drummond and Sergeant Evans survivors of the massacre of May 1940 were awarded the Distinguished Flying Medal by Air Marshall Sir Charles Portal, A.O.C –C-in-C Bomber Command at a parade at RAF Wyton.

The first week of August continued with a series of training flights, on 4 th F/Lt Hughes collected Blenheim N.8163 from RAF Wattisham. Within two days F/Lt Hughes was collecting the Distinguished Flying Cross from His Majesty The King at Buckingham Palace .

The A.o.C 2 Group, visited the squadron on August 8 th , W/Cdr Spencer accompanied him. An afternoon cross-country exercise was planned, the A.O.C put back his departure time to chat to the three crews prior to take-off. Late after noon , Squadron Leader House arrived on the squadron to take command of ‘A' Flight. On Sunday 18 th tragedy once again hit the squadron, when two aircraft of ‘B' Flight collided while carrying out a formation exercise. Blenheim L.9264 flown by Pilot Officer William Wheelwright struck Blenheim T.1929 flown by Flight lieutenant George Newton, P/O Wheelwrights aircraft immediately went into a inverted spin and smashed into the ground, F/Lt Newton's aircraft caught fire in the air and dived into the ground and exploded, there was survivors. To add to the tragedy, flying in T.1929 was Aircraftman 1 st Class Robert Harrison a 23-year-old flight mechanic who was airborne to check on one of the engines which he had recently carried out a major repair on.

The very next day the squadron become 'operational'. The intense training had brought the squadron to an operational Two crews were briefed to carryout attacks on enemy aerodromes. At around 05.30hrs, Flying Officer Richmond took off on the squadrons first operation on the Bristol Blenheim. Airborne in Blenheim T.1996 he was briefed to attacked Vlissenden aerodrome, following at 05.35 has was ‘A' Flight commander Squadron Leader House in T.1990, unfortunately insufficient cloud meant that he was required to abort the attack. Two hours after his departure, F/Lt Richmond and crew returned, the squadrons first Blenheim raid was successfully carried out. A third raid was planned for the afternoon, at 14.20hrs Sergeant Clayton departed Oakington and set off to continue the pressure on enemy airfields, unfortunately the weather once again forced a early return.

The squadron first operational loss was not long in coming, on Friday 23 rd two crews were brief to attack Bruges and Ypenburg aerodromes. First airborne was Squadron Leader House at 11.35hrs in T.1990 his target was Bruges aerodrome. This crew never returned. Details on this loss are uncertain, research has shown that the crew were shot down near Guines, 10 miles south east of Calais , the crash site has since been confirmed, the Blenheim crashed on a farm between Hames-Boucres, close to the Calais to Bolougne railway. Squadron Leader Charles House was buried in the local cemetery at Guines, the crew's observer, Sergeant Percy Lefevre was buried in St.Tricat Churchyard. The survivor, Sergeant Howard spent the remainder of the war as a Prisoner of War. What makes this loss all the more intriguing is that at 14.41 hrs the crew requested a fix, it was plotted near the south coast near Dungeness. Why the crew were so far south of track is unknown.