Tag Archives: Gibson

P/O Gibson

Monday, 8 December 1941

Operation COD

P/O Gibson writes this sortie up as Operation COOL, but in fact it is Operation COD, caused by a typo somewhere along the clerical chain between SOE and Newmarket. On the Air Transport Form it is clearly COD, in the same group as PLAICE, TROUT and DACE.

Gibson takes off at 20.15, and heads via Abingdon and Tangmere for Pointe de la Percée, near the western end of the Normandy beaches. Heading south for Tours, via Le Mans, he drops to 3,000 feet underneath a sheet of 10/10ths cloud, but the moon is bright enough. Pinpointing on the Loire west of Tours at 23.03, he loses height further to 2,000 feet and heads for Châteauroux. Twenty minutes later he is over Châteauroux and alters course NNE for the target, his navigation no doubt aided by the ruler-straight Roman road to Vatan. The expected reception is not at the target, but the agents are dropped one mile west of Ménétréols-sous-Vatan, at 23.45.

They map-read their way back to Châteauroux, where they drop leaflets a few minutes before midnight. They set course for Pointe de la Percée, flying at 2,000 feet beneath the stratus cloud, but climbing to 6,000 feet shortly before reaching the coast they climb to 6,000 feet to get above any coastal flak. They return to Newmarket via Tangmere and Abingdon, flying at 1,200 feet.

COD is an operation for Dewavrin’s RF organisation, parachuting Lt Edgard Tupët-Thomé (imaginatively codenamed TOM) and his wireless-operator, Joseph Piet (TOM W), near Ménétréols-sous-Vatan, in the heart of SIS’s parachuting and pick-up area. This operation appears to have been organised by SIS, which would have been unlikely to permit an SOE operation to use the same location. (Freddie Clark misidentified the target as near Ménétréol-sur-Sauldre, north-east of the border town of Vierzon, in the Occupied Zone.) Apparently both agents are injured in their landing; Piet breaks his leg.


Sgt Alvin Reimer flies this important SIS operation to Blois and Châteauroux. His customarily laconic report provides little colour to describe the sortie, but it must have been interesting: as his 2nd Pilot he is taking his new Commanding Officer, Wing Commander Farley, though Reimer will have had little choice in the matter. Sgt Reimer is ‘Mr Reliable’: he has rarely failed to deliver his agents, even dropping six in one sortie (though in two passes) in September, so Farley may have flown this sortie to learn the secret behind Reimer’s success. The crew also includes P/Os Atkins and Fisher, both experienced men who have been commissioned since joining 1419 Flight.

Reimer takes off at 20.35 and heads for Tangmere. They cross the Channel, but without getting a firm fix on their position they set course for Blois, up-Loire from Tours. Pinpointing on Blois, the first drop is to the east, with a reception committee waiting for them east of the village of Huisseau-sur-Cosson. The correct signals are exchanged and CLAUDIUS is dropped. Two parachutes are dropped: one ‘A’ type and one ‘X’ type, both with the large-size canopies. It’s likely that CLAUDIUS drops using the ‘A’ type, with a W/T set above his head, and another package is dropped using an ‘X’ type parachute.

Reimer flies back to Blois and drops leaflets to give plausible ‘cover’ to their presence, before heading for Châteauroux: BERYL is dropped nearby, though the Air Transport Form gives no details. Reimer then drops leaflets over Châteauroux before heading home to Newmarket, where they land at 03.44.

‘CLAUDIUS’ is Claude Lamirault, first parachuted in January as FITZROY, and originally scheduled for return to France on 29 November. His circuit ‘JADE/FITZROY’ is now a large intelligence-gathering organisation. ‘BERYL’ is BCRA Lt Roger Mitchell. As BRICK, Mitchell was parachuted in early July to help Lamirault’s FITZROY circuit as an early air landing officer (the RAF operation was called FITZROY) responsible for setting up Lysander landing-sites. Both Lamirault and Mitchell have been extracted by Lysander on November 8th for consultation, and are being returned to the field. Mitchell’s visit to London is opportune, for it helps SIS make some sense of the break-up of INTERALLIE after 17 November and its aftermath. In October Mitchell had acted as babysitter for the Polish F2 organisation INTERALLIE while its chief, Roman Garby-Czerniawski, was in London during October. Mitchell had the unenviable task of keeping Renée Borni, Garby-Czerniawski’s mistress, and Mathilde Carré, his second-in-command, at arms’ length from each other’s eyes.


OVERCLOUD is that rare thing, a seaborne SOE operation into Brittany. On 14 October 1941 Gerry Holdsworth’s launch RAF360 left the Helford river for the Aber Benoit estuary. RAF360 had been a seaplane tender and was unsuitable for cross-Channel operations, but it was all that Holdsworth could obtain. Aboard were Joël le Tac and his wireless operator, Comte Alain de Kergorley. They were to set up reception facilities for infiltrating SOE agents via Brittany, and were put ashore that night.

So where does the RAF come in, aside from supplying the craft? Brooks Richards’ account of the sea operation provides the context. The agents and their equipment were loaded into two collapsible Folboat canoes lashed together, and paddled ashore. The canoes could carry a very limited amount of kit, a W/T set and little more. The rest will have to come by air in a container-drop.

The purpose of the OVERCLOUD mission is rather greater than providing a shore base for SOE landing parties. Le Tac’s additional mission is to penetrate a number of possible targets as reconnaissance for sabotage:

  • Railways, port installations and shipyards
  • Electric power stations
  • Transformers and switching stations
  • Telecommunications
  • German aerodromes (essentially, all aerodromes)
  • R.D.F.(i.e. radar) stations

The RAF has also asked if the two agents can provide information about the two German battleships in Brest, for the smoke-pots that the Germans set off whenever aircraft are overhead effectively conceals the ships from the air. The agents are to restrict their activities to the western part of Brittany, as SOE already has another agent in the Ile de Vilaine, around Rennes. OVERCLOUD makes its first radio contact on 30 October.

Sgt Wilde’s sortie on 8 December is the first RAF attempt to supply OVERCLOUD, though it was originally scheduled for 27 November. He is also to drop an agent, codenamed CARP. (It can be impossible to trace the identity of agents on sorties that were not completed; the agent might be sent in later by another route; another may be sent instead; or the requirements may change and the agent is no longer required.)

Wilde’s Whitley runs into 10/10th cloud soon after takeoff, and is at 8,700 feet when it crosses the French coast on ETA. At 23.20 the crew briefly sees a flashing beacon which they cannot identify. They carry on to their turning-point, still cannot see to map-read, and so abandon the operation.

On the return leg they climb to 7,000 feet. Near the coast the weather clears and they get a fix on Bayeux. They are about 4 miles east of track. Wilde heads for Tangmere, dropping to about 1,000 feet in case the weather closes in again. They cross the coast at Selsey bill. The weather closes in again and, ‘discretion being the better part of valour’ (as he puts it in his report), Wilde lands at Tangmere.


F/Lt Austin is informed that his orders are to come directly from the AOC Malta.



TNA AIR20/8334, Encl. 109A
TNA AIR20/8306: ATF for COD


TNA AIR20/8334, Encl. 116A


TNA AIR 20/8334, encl. 130A.
SOE RF Section History


F/Lt Austin’s report, 16 February 1942

Sunday, 30 November 1941

Operation IRRADIATE 3

Newly-commissioned P/O Gibson, who had been Austin’s 2nd Pilot for the Malta mission earlier in the month, now has his own crew; this is his first recorded operation. He is to drop four containers to an SOE reception. Some 18 months after its formation SOE is still referred to as S.O.2 in the Air Transport Forms (ATFs).

Gibson takes off at 19.10 and flies via Abingdon and Littlehampton to cross the French coast at Berck-sur-Mer. He crosses the French coast at 1,500 feet: no need to climb to 7,000 feet to avoid the coastal flak defences as they are in 10/10ths cloud. It also means that they cannot pinpoint on the coast, so course is set for Cambrai. They next pinpoint on Le Cateau, about 15 miles beyond Cambrai. Conditions improve as they fly towards the next pinpoint at Chimay, where they arrive at 22.17. They divert to investigate lights which prove to be the flarepath of an aerodrome just west of Charleville. They carry on to ‘Mexieres’ (now Charleville-Mezières) at 22.35, and from there they map-read to the target in exceptionally good visibility with bright moonlight. Seven miles from the target they spot a railway tunnel and a bridge over the river Semoy (Semois). They see the clearing at Suxy from some distance, reaching it at 23.10. They circle the area for about 18 minutes, but no recognition lights are seen.

The operation is abandoned and course is set for Berck-sur-Mer. They cross the coast at Littlehampton at 01.17, but instead of continuing to Newmarket they are instructed to land at Abingdon, which they do at 02.30.

Stanton Harcourt – Gibraltar

John Austin, promoted to Flight Lieutenant, flies Whitley Z9159 ‘NF-D’ to Stanton Harcourt. Four months ago Austin was a sergeant: rapid promotion indeed! He is scheduled to take off from Newmarket at 11.45. Newmarket reports the take-off at 13.06, but the wireless operator records the flight starting at 13.45. The flight takes 40 minutes. From Stanton Harcourt Austin comes under 44 Group orders for the direct flight to Gibraltar, and from there to Malta for further operations to Yugoslavia. He takes two passengers. The Stradishall Commanding Officer demands that he be advised of all aircraft movements such as Austin’s.

A Halifax is also to accompany the Whitley, but Austin is in charge of the expedition, having been there and done it before; which explains his promotion. I have been unable to find out the identity of the Halifax or its pilot. The Stradishall log makes no mention of the Halifax (though it does mention Austin and his Whitley), and the Halifax does not appear again in relation to this operation.

At Stanton Harcourt they find that the containers and packages they are due to take to Malta have not arrived. Austin records that there is some confusion. He finally takes off at five minutes to midnight; reading between the lines of his report, he has to depart without the containers, which follow later. The leg to Gibraltar takes 10 hours 40 minutes. As you can read above, Austin has a new 2nd Pilot: P/O Gibson’s replacement is Sgt Fletcher. Sgt Jakeman is the navigator and P/O Livingstone the wireless-operator; Sgt Slatcher is the rear gunner and LAC Lynch the despatcher. They are also taking two passengers, probably maintenance crew for the Whitley.


AIR 20/8334, Encl. 110A
ATFs for November 1941

Stanton-Harcourt, Gibraltar

AIR 14/2529
AIR 20/8504 (138 Squadron: operations from Malta and North Africa)
Conversations with S/Ldr Austin
Logbooks, S/Ldrs Austin and Livingstone (flight times and durations)

Thursday, 27 November 1941

Operation DACE

P/O Gibson has recently received his commission. Whereas it is normal RAF practice to post NCO aircrew to a new unit on receiving their commission, the specialist skills of SD aircrew means that many return directly to their previous squadron and carry on as before. The only appreciable difference is that they eat and drink in a different Mess, have less disposable income, and are more senior on the ground than they had been.

This operation is the second attempt to drop Sergent-chef Bourdat. Same target, different route: in the veteran Whitley T4166, Gibson also flies via Cabourg, but heads further south to pick up the Loire at Beaugency. Pinpointing there, he tracks eastwards to re-cross the Loire at Gien (spelled Gion in Gibson’s report). Continuing eastwards to Auxerre, he finds the town but the river is again mist-covered. Nevertheless the crew finds the target and circles the area for 30 minutes, but they see no sign of the expected reception committee. They take a more direct course to Cabourg, and return to Newmarket via Tangmere (which they never see but overfly) and Stradishall. They land at 03.40, having never flown above 2,000 feet the whole time because of what Gibson calls ‘the inclement weather’.

Operation to Chimay, Belgium

The information for this sortie comes again solely from the logbooks of P/O Austin and F/O Livingstone, his Wireless Operator. Livingstone records a sortie of 7.30 hours, with the aircraft as Whitley Z6728 and the target as Chimay, whereas Austin records the Whitley as Z9288; the flight duration is the same. There is a plausible explanation for the non-recording of these two sorties by Austin. Three nights later Austin and his crew will be despatched to Malta; writing up their recent operations will not have been a priority. They will not reappear until February, so Austin is absent from the customary frenzy of report-writing at the end of the moon period.

Unknown operation

The Stradishall Operation log records three Whitley sorties taking off and landing this night: aircraft ‘J’, ‘B’, and ‘F’. Which was which is unimportant, but it indicates another unrecorded sortie, about which nothing at all is known.



TNA AIR 20/8334, Encl. 112A

Operation to Chimay

Logbooks, S/Ldrs Austin & Livingstone

Unknown operation

TNA AIR 14/2529