Lancasters Can Land Backwards.
Ops Bohlen, 5/6 March 1945 as seen by
F/O A.C. Belford in NG4OI JO-G
F/O Angus Belford, Pilot and Captain (RAAF)
F/0 Alan Beer, Second Dicky (RAAF)
Sgt Horrie Burchett, F/E (RAF)
FISgt John Polkinghom, B/A (RAAF)
F/Sgt Eric Jowitt, W/0p (RAAF)
F/Sgt (later F/0) Doug Wheeler, Nav. (RAAF)
Sgt Peter Shipperd, M/U (RAF)
F/Sgt Percy Jobson, R/G (RAAF)
F/0
Alan Beer had been included as Second Dicky to learn first-hand what to
expect on operations!
There had been an open order to stay below 10,000 ft. to the Rhine in order to take advantage
of the radar screen and to avoid forecast icing conditions at low altitudes. It was too dark below the cloud and the base too ragged for safety, so we climbed through moderate clear icing conditions to brilliant sunshine at 8,000 ft. to a magnificent spectacle with cloud mountains to the north and west in hues of gold and pink.
The main force overtook us near Aachen and we increased speed to match the flight plan. It was completely dark when we crossed the Rhine with sporadic flak on the port side. Saw a Lancaster go down in flames near Siegen, and in the light of the fire saw four ‘chutes.
As usual Doug was spot on with his navigation and the primary green went down about 5 degrees out to port,
equaling our drift. The target, only 200 m. by 600 m., was completely obscured by cloud, making ground markers useless. Sky markers (Wanganui parachute flares) were employed, and as usual a shambles developed. Each flare burnt for one minute, so with a 30 knot cross wind any flare could only be
over the target for 15 seconds of its life. The markers were continually replaced on the upwind side
of the area in the hope that they might be over the target at some time.
The Master Bomber instructed the incoming air crews to bomb the most westerly marker at the commencement of their individual run. Ours went out with still 15 seconds to the release point. We were severely jolted by a near miss and thrown off track so decided to go round again.
During this carefully planned orbit and at a time when we were banked 45 degrees to starboard, five 88mm shells exploded in a group around us, one
made a direct hit on the starboard wing between the rear spar and the No.3 fuel tank, flak from some of the other shells caused considerable minor damage,
US-ing the VHF transmitter (although the receiver still operated), the LORAN set, the TR1 1 radio. All external aerials.
The direct hit demolished the inner three hinges of the starboard aileron and blasted it upwards, the slipstream blew the bent portion towards the rear applying
full port aileron control and holding it there despite all efforts to free it.
The starboard No.3 fuel tank was blown out through the top of the wing, to trail in the slipstream, nestled behind the starboard outer engine. A large hole
was torn in the fuselage near the mid-upper turret, with dozens of small holes mainly on the starboard side.
Peter Shipperd was wounded in the side, neck and temple and knocked unconscious. Percy Jobson was wounded in the throat and left eye and rendered temporarily blind.
Doug Wheeler received a slight wound to the left hand. I received minor wounds to the right knee and
ankle.
When the starboard aileron was blown back the control wheel was savagely flicked to full port and the right hand grip struck my left wrist causing a severe sprain.
The plane rolled over to vertical starboard bank and went into a spiral dive. I gave the order to prepare to abandon aircraft, put on parachutes. Peter failed to acknowledge so Eric went to his assistance. The bombs were jettisoned and I regained a measure of control. With 10 out of 12 divisions of left rudder trim it was possible to maintain steady flight, albeit with 6 degrees of skid to starboard.
After many vicissitudes we arrived at Juvincourt with about twenty minutes fuel, no radar or radio contact, and solid cloud without any sign of light; only Doug the navigator was sure we were there. I went through the motions of a beam approach, with no beam, but Doug and his GEE box gave me the position, course and heights I needed. We broke cloud at 700 ft. with the drome straight ahead, just where Doug said it would be. I continued down without aileron control, and no contact with the ground except their greens giving us priority over all comers. With limited control and a stiff cross wind I drifted off the line of the runway so decided to put down in the dark, using the perimeter track lights
to judge height. As I was about to cut the engines for the crash (we had the wheels up) the control tower in silhouette appeared dead ahead. We were too close to land and stop, but with full power succeeded in clearing the top, taking off radio and radar antennae as we passed.
With a little practice under my belt I lined up quite well at the second try, allowing for drift and possible wind sheer. The approach was so good that I decided that I might save the aircraft too and ordered the wheels down at about 200 ft. Only the starboard wheel went down and the extra drag on that side began to turn us away from the strip so I ordered it up again, but the hydraulic fluid had escaped and nothing happened. I ordered the selector down and pulled the air bottle, slamming both wheels down. At the same
time I was trying to bring the plane back onto the line
of the runway but was fast running out of height and airspeed. With the plane pointing along the runway and 30 degrees
of bank to starboard I began to pickup the wing but we flew out of a rain squall with a wind sheer of perhaps 8 knots. From this point on there was nothing I could do and the plane came to rest 300 yards along and 30 yards off the runway, facing in the opposite direction.
The two wounded air-gunners, Sgt Peter Shipperd and FI/Sgt Percy Jobson, were transported by ambulance from the crash site directly to the Rheims
military hospital. The remaining six were flown back to England and RAF Waddington, landing 22 hours after take-off.”
F/O Belford received the immediate award of the Distinguished Service Order.
Historian’s note:
Juvincourt airfield near Rheims France was at that time behind the Allied Invasion Army lines, and being used as a forward base for a Canadian Mitchell Squadron, also a crash landing base for damaged allied aircraft. Later it was used as a pick up base in the Bomber Command air lift
of allied ex-POW back to England. Nobby Blundell served there in charge of aircraft maintenance and personnel loading in May 1945.
F/O A. Belford is the only person credited with the feat of landing a
Lancaster backwards.
