Tag Archives: Scotter

Gordon Scotter

Friday, 9 May 1941


Richard van de Walle and Albert Thiou are successfully parachuted into the Eupen district of north-eastern Belgium on the third attempt.

This time the weather is better. Jackson and his crew also take along a passenger: S/Ldr Jack Benham of the parachute training staff at Ringway. A week later Benham will take command of the Parachute Training Squadron at Ringway. As Ringway is responsible for agents’ parachute training, he is getting first-hand experience of the operational side.

Soon after the Whitley crosses the coast at Knokke it is bracketed by accurate and simultaneous searchlights and flak, but remains undamaged. Ground haze makes visibility difficult as they fly south, then east, but eventually they pick up a pinpoint, do their timed run and drop the two agents. They return to the coast via Poperinghe, where they drop their quota of COLUMBA pigeons; six return to the UK. They return to Stradishall at just after 4 a.m.


On 5th June, Gp/Capt. John Bradley, DFC, S/Ldr Knowles’s boss at the Air Ministry (for the Flight receives its operational orders direct from Air Intelligence), writes asking for clarification about two operations. One of these is MARINE/ALBION. It has been reported back to SIS that the aircraft had flown over the pre-selected spot, was seen by people waiting for them on the ground, but the agents were dropped elsewhere. Neither agent has made contact. Worse, the two agents are reported to have been dropped over Germany.

Knowles assures Bradley that the crew has made every effort to drop the agents at the correct place. F/Lt Jackson writes a second report detailing his actions precisely: they had positively identified the Gileppe reservoir before flying for two minutes on a bearing of about 326 degrees true, (the ‘about’ because the observer was guiding the pilot from the bomb-aimer’s position, using a large-scale map). This is somewhat undermined by Knowles’s covering note, which asserts that they steered due north from the reservoir.

The map that accompanies Jackson’s memo (of which only a file copy exists) has not survived, at least publicly. The dropping-point appears to have been the high ground to the north or north-east of Limbourg, the exact position being dependent on the Whitley’s speed of between 80 and 100 knots, and its position over the lake, which is over a mile long.

If they were dropped in the right place, on target, they may still have landed in Germany. On 29 July 1940 the districts of Eupen, Malmedy and Sankt Vith had been annexed to Germany. Even a western-most placement of the target would still have been in Germany. It is entirely possible that neither the agents nor their handlers in the UK were aware of the boundary changes. There’s certainly no indication in the correspondence.

It may be significant that the crew had not reported any lights from a ground-party; according to the Air Ministry correspondence there were people on the ground waiting for the agents. But these were very early days, and almost all drops were done ‘blind’; a ground-party with torches for guidance and signalling would have been exceptional.

There is another possibility, but an unlikely one. What they took for Lac de Gileppe might just have been Lake Eupen, a smaller but similar lake about 8 km (5 miles) further east. It. too, has a dam at the western end, but the lake is smaller, its shape and orientation is very different, and there is no marshland on the south shore. Built in 1938, the reservoir was not inaugurated until 1950 by Prince Charles of Belgium. It may not have been filled in May 1941.

In a biography of Leopold III, mention is made of two agents dropped in May 1941, Richard Van de Walle, with Albert Thiou as his W/T operator. De Walle’s mission was to enter the service of an un-named Belgian aristocrat who would act as an intermediary with the King, to allow the King to have a link with his government-in-exile. Debruyne says that Van de Walle was arrested within hours of his landing in Belgium.

Operation FELIX (pick-up)

Philip Schneidau is picked up by Lysander from south of Montigny by Gordon Scotter. This third Lysander pick-up operation is also Philip Schneidau’s second. Parachuted in on the night of 12-13 March for a two-week mission, the main purpose of which has been to provide his FELIX circuit with a W/T set, and for him to train up Felix Jond, an ex-army wireless operator who is now a commercial traveller in children’s clothing, in protocols and coding.

When Schneidau made his perilous parachute-landing in March, his transmitter/receiver had been damaged. The set was left with Felix Jond, who found Marcel Cornelis, an assistant at a wireless repair shop in Paris, prepared to mend it. Despite Marcel’s efforts the set was still not working properly, and communication with England has been difficult. Philip had brought a pair of pigeons, as on his first mission, for just this eventuality. In early April he had released them bpth, each carrying a message asking to be picked up. On the nights of the 9th and 10th April he waited in the fields south of Montigny, but no Lysander came; the pigeons hadn’t made it home. Eventually Schneidau has got through on the repaired wireless, and arrangements have been made for 9 May. Philip had been adamant that his wife and young son should be evacuated, too, and the RAF had agreed, eventually. Scotter has lined the rear canopy with blackout curtains in case the boy became frightened during the trip; which must have confused Michel COULOMB, for they had been in place for the earlier pick-up.

A plateau south of Montigny, between La Genevraye and Moncourt-Fromonville, is an almost ideal location for a landing site. Not far from a road, a landed aircraft would have been invisible behind the rise. It had been the site originally planned for the previous October’s pick-up, but in England they had not anticipated that Schneidau would have had to walk through the centre of Montigny after curfew, negotiating two waterway bridges, probably guarded, before he could reach the site. (There really is no other way across without getting wet; I’ve reconnoitred the area thoroughly.)

In October Philip changed the landing site to one south of Bourron-Marlotte. But it was far from ideal, with small fields. This time he does not get off the train from Paris until Nemours, where he eats a decent meal in a local restaurant, before making his way after curfew over the fields to the landing site.

Scotter arrives from Tangmere and starts searching an area slightly to the north. Philip’s torches lead him to the right place, and Scotter lands after exchanging signals. After his earlier episode with Coulomb/Cartwright, Scotter is understandably nervous. When a single figure he does not recognise hoists himself level with the cockpit Scotter draws his service revolver and waves it at the intruder. He has perhaps been expecting someone resembling the dapper RAF officer he’d met two months before, with a wife and child ready to board. But Schneidau may have re-adopted the bearded disguise he’d had on his first mission, and he’s alone. Simone, his wife, has refused to be evacuated: her place as a Frenchwoman is with her parents, organising and running the intelligence circuit they had built up since the previous October. Their son Peter also remains in Paris.

Schneidau tells Scotter to “put that bloody thing away”, gathers up his torches into a rucksack, and climbs aboard. They take off and the return journey is uneventful. They have a night fighter escort for the final stage of the journey, which Schneidau misinterprets as enemy fighters which they ‘dodged’.

Friday, 11 April 1941

CARTWRIGHT pick-up operation

This is the second Lysander pick-up operation. F/O Gordon Scotter, on loan from No II(AC) Squadron, is to extract SIS agent Michel Charles COULOMB, commissioned into the Intelligence Corps in October 1940 as Lt Michael James Cartwright. Coulomb has already completed at least one mission, inserted by sea in early August 1940 and recovered by the same means in October. He was parachuted on the night of 15th January, and is now being recovered.

Scotter takes off from Tangmere at 2300 hrs, and climbs steadily over the Channel until he crosses the French coast at Fécamp at about 13,500 feet; this is rather higher than the 7,000 ft necessary to avoid the light flak on the coast. He also flies an unusual course, taking him east of Le Havre. He sets course for Blois, where he changes course for Levroux. From Leveroux he sets course south-east for the target. There he sees Cartwright’s torch, and lands.

According to Hugh Verity, but not included in Scotter’s later report, the agent climbs up to the cockpit and tells Scotter to take off smartly, without the luxury of turning downwind before making a proper take-off run into wind. Two suitcases are thrown into the rear cockpit, and Scotter takes off using full boost, which is only to be used for an emergency take-off. Car headlights are seen approaching the field as they leave. Scotter has seen several enemy aircraft on the way out, and they see more on the return leg, but he is easily able to avoid them by diving away.

In June 1941 Scotter will be awarded the DFC for this operation.

On 28 May 1942, more than a year after the events he describes, F/Lt Gordon Scotter will submit an operations report. Scotter has since been posted to 161 Squadron, and it appears that he has been asked to write a report, though who asks him is not known. It is typed on the now-standard operations-report proforma for 161 Squadron, so W/Cdr Fielden, 161 Squadron’s Commanding Officer, may have asked him to record the details of his action as a guide for the squadron’s Lysander pilots. (S/Ldr Nesbitt-Dufort has been posted away after his involuntary holiday in France.) Scotter gives the position for the pick-up as about a mile WSW of the village of Brion, north of Châteauroux.


TNA: several versions of the Army List from late 1940
TNA AIR 20/8455 Pikot reports for 161 Operations (Lysander)
‘We landed by Moonlight’, by Hugh Verity, Ch. 3

Friday, 14 March 1941

Stradishall – Operation BENJAMIN

The Duty Officer reports back with an answer to Knowles’s request:

Spoke to Group re Fighter escort for Whitley. They consider there is sufficient hours of daylight i.e. 11 hours between out & return journey east of 3°E for Whitley to take off & pass that point 40 minutes after sunset & still return before sunrise. Doubtful too if escort will be provided for just one a/c. There is an escort patrol by 11 Group to 20 miles off coast in any case. Group are not doing anything further in the matter.

Eleven hours of daylight? Between sunset and sunrise, almost, but not between twilight and first light. (Group’s idea of darkness, at 40 minutes after sunset and before sunrise, was still light enough for a patrol to spot a lone Whitley.) At best the pilot would have about nine hours of darkness in which to fly more than 1100 miles, drop the agent somewhere near the target, and return to less hostile skies.

Stradishall – Tangmere

F/Lt Gordon Scotter and F/O Ron Hockey fly to Tangmere in Lysander T1508.

Saturday, 1 March 1941


F/O Schneidau is taken to Sawbridgeworth to meet F/Lt Gordon Scotter, a Lysander pilot with No. 2(Army Cooperation) Squadron. Scotter is to pick Schneidau up at the end of his second mission. No flying is possible this night because of poor weather, but Schneidau is to stay in the area and fly with Scotter until his planned departure for France on the 6th, at the start of the next moon period.