Breaking the Dams

The Story of Dambuster David Maltby and his Crew

Charles Foster

• Editore: Pen & Sword Aviation
• Anno: 2008
• ISBN:
  9781783033577
• Argomento: History
• Categoria: World War II

This is the story of the authors uncle, David Maltby and the crew with whom he flew on the famous Dam Raid in 1943. Just five months later, on their return from an aborted mission to bomb the Dortmund Ems Canal, they all died when their aircraft went down in the North Sea. Only Davids body was recovered, washed ashore a day later, and identified by his 18 year old sister the authors mother. David was the pilot of the fifth Lancaster, J-Johnny to drop a bomb on the Mhne Dam and cause the final breach in the dam. He was then just 23 years of age, but already had 30 operations and a D.F.C. to his name.This book tells the story of the crew, what made them join the RAF when they new the risk was so high, how fate threw them together, what it was like for one crew to take part in the raid and what happened to them in the five months between Operation Chastise and their deaths. It goes beyond the raid to look at what happened afterwards and how the families left behind were affected. Their sons, brothers and fathers might have become famous but they had to cope with life and loss in the same way as did thousands of other British families.

Chapter 1

Introduction

It’s a piece of music that’s as familiar as Rule Britannia or Over the Rainbow (and like them now downloadable as a ringtone for your mobile phone) but to us, growing up in the Home Counties in the late 1950s, it was indisputably – and slightly embarrassingly – our tune. If you sing that famous descending melody – ‘daah-da-da-da-da’ out loud in company, someone is bound to complete it... ‘da, da-dee-da-da-da-da’. It instantly evokes an image: clean-shaven, bright-eyed young men putting one across the Jerries in a daring night-time raid. Or, perhaps, football fans in too-tight England jerseys urging their country on in another doomed penalty shoot-out. It is, of course, Eric Coates’s music ‘The Dam Busters March’ first used in the 1955 film of the same name.

I can’t remember when I first heard it – we had a scratchy 78 rpm record at home, played by the RAF Band, and it was often on the radio in the late 1950s. I know, however, that I didn’t see the film itself until about 1961, when I was 11. During one school holiday my brother George and I were staying with my Aunt Audrey and Uncle Johnnie near Oxford. Together with our cousin, David, Audrey had driven us to some obscure cinema miles away (was it Abingdon? Aylesbury? Banbury?) because she had noticed that the film was showing. This time, instead of leaving us to sit through the screening on our own and collecting us afterwards, which was her usual practice when she took us to the pictures, Audrey came in with us. She paid sharp attention. ‘Here it is,’ she whispered to us as the scene began where Wg Cdr Guy Gibson, played by Richard Todd, and Gp Capt Charles Whitworth, played by Derek Farr, are shown leafing through an album full of photographs of aircrew, looking for pilots for the special mission. ‘Oh yes, David Maltby,’ says Whitworth and they pass on to the next page.

The film tells the rest of the story: a new RAF squadron is formed, 617 Squadron, led by Gibson. Their Lancaster bombers are specially adapted to carry a secret new weapon, the so-called ‘bouncing bomb’, designed to attack several large dams in the Ruhr valley, the heart of Germany’s industrial region. But when they attack the first dam things don’t go exactly to plan. Four aircraft attack, one crashes in flames, but the dam is still in place. David Maltby is piloting the next plane. ‘Hello J-Johnny are you ready?’ asks Gibson. ‘OK Leader,’ says the actor George Baker, playing David. Then there is silence as his aircraft approaches, two others flying ahead of him to draw the flak. The bomb is dropped, bounces four, five, six times – then a pause, followed by an explosion at the base of the dam. Still the soundtrack remains silent, but, just as the next aircraft is lining up, someone shouts out, ‘It’s gone, look, my God!’ A rush of water through the dam – and a blast of music.

In the cinema that day a prickle of recognition ran down the back of my neck, a feeling that I have had countless times since. Even at 11, I knew well what connected my family to this story because I had read, and reread, Paul Brickhill’s book which shares the name of the film. The pilot who dropped the bomb which broke the dam, David Maltby, was my uncle – the only brother of my Aunt Audrey and my mother, Jean.

At the age of 23 David had been a bomber pilot for almost two years. He had completed one tour of operations and been awarded a DFC before he took part in the raid. He had been selected to fly in this new squadron set up specifically to destroy a target the Germans believed to be nearly impregnable. After six weeks of training he had flown in the first wave of bombers that had left a bumpy, grass runway in Lincolnshire on a bright May evening, piloting a plane with the code letters AJ-J, J for Johnny. For his role in the operation, he was decorated with a DSO.

Four months after the Dams Raid he was dead, leaving a wife, Nina, and a ten-week-old baby son, John. His aircraft went down in the North Sea, his body was brought ashore in Suffolk by an Air Sea Rescue launch and he was buried in Kent, in the church in which he had been married 16 months before.

We had a number of mementoes of David around the house. A reproduction of a drawing by Cuthbert Orde, published as part of a double page spread in The Tatler, a photograph of him meeting the King (my mother always pointing out the bulge in his tunic pocket where he had stuffed his pipe and tobacco). I would look at these and notice how much David resembled my mother – the same roundness in the cheeks, the nose and chin, the height.

His height is the first thing that everyone remembers as their first impression. In his book Enemy Coast Ahead, Guy Gibson, who was himself originally turned down for the RAF as too short, calls him ‘tall and thoughtful’,⁴ and in the 617 Squadron photos you can see him towering over most of the others. The Maltbys are a tall family – Audrey and Jean were both 5 ft 10 in, and Ettrick, their father and my grandfather, was well over 6 ft.

George Baker, who played David in the film, is also a tall man, and confirmed to me in 2006 that the casting director Robert Leonard and film director Michael Anderson had tried to find lookalike actors to play the various parts.

On the desk in front of them they had a photo of [David] and one of me and I must admit that there was a considerable similarity. Then when I met Group Captain Whitworth he fell into the habit of calling me Dave, which was really quite disconcerting.

This is the same Whitworth whose screen character was supposed to have picked David out of an album. During the war Whitworth had been the station commander at RAF Scampton, and when the film was being made he was asked to become the technical adviser. In a 2005 radio interview,⁵ George Baker told a story about David being so wound up after a raid that he used to shoot china plates with his service revolver to relieve the tension. He heard this story from Whitworth:

[Whitworth] would often refer to an incident thinking that I had been there. This is how the story of the plate shooting came to be told, quite obviously the men of the squadron became extremely tense before and after an operational flight but other indications from the Group Captain told me that he was a very funny man and a delightful companion. I feel very honoured to have had the chance to portray him in the film.⁶

Because George Baker had played our uncle, our family ‘adopted’ him – when we were growing up we would look out for him in films or on TV. He turned up in various Wednesday Plays, episodes of Z Cars and Up Pompeii, before appearing in a couple of James Bond films and I Claudius. Now, of course, he’s best known as Chief Inspector Wexford in the Ruth Rendell Mysteries TV series.

The scene in the film where Gibson and Whitworth select the pilots for the raid is actually complete fiction. It derives from Gibson’s own account in his book Enemy Coast Ahead, except that in the book he says that he gave the names of the pilots he wanted to a ‘fellow with a red moustache’ called Cartwright. Whitworth was not involved at all.⁷ In reality, Gibson asked for some pilots by name, but they were mainly those he had flown with previously. Other Lancaster squadrons – including the squadron with which David was flying in March 1943 – were asked to recommend experienced pilots and David obviously fitted the bill. David had never served with Gibson up to this point. It is possible that their paths had crossed in some officers’ mess or other, but I have never found any evidence of this.

Other fictional scenes were also added to the film for dramatic effect: the most famous being when Gibson and one of his crew are supposed to get the idea for using spotlights to gauge the aircraft’s height over water from a visit to the theatre. In reality the idea to use spotlights came from an Air Ministry scientist.

But no matter. The Dam Busters was released on the twelfth anniversary of the raid itself, in May 1955, and was an immediate box-office success. The interest lies not only in the tale but also its timing and, ‘the manner of its telling, which reinforced the nostalgic optimism of Britain in the 1950s before Suez: ‘Churchill back in Downing Street, Everest conquered, a new sovereign’, writes Richard Morris.⁸ But for some, the depiction of their loved one on screen was too much. My grandparents turned down their invitation to the premiere, choosing to see the film quietly and anonymously some time later when it came on general release.

The actual raid and the film have become so conflated in people’s minds that it is perhaps no surprise that truth and fiction are sometimes confused. A mini-industry in ‘collectables’ has sprung up around the Dambusters and it does its best to further the confusion by offering for sale as items of equal importance ‘Dambuster tribute’ prints, first-day-cover envelopes and other artefacts signed either by one of the few men still alive who flew on the raid – or by Richard Todd, Guy Gibson’s celluloid equivalent. Thus for £40 you can get a print signed by Todd (a fine fellow who had a distinguished war career, but still an actor, playing a real life RAF pilot) or by George Johnson, the real-life bomb-aimer who dropped a bomb on the Sorpe Dam and won a DFM for his efforts. (£40 is at the bottom end of the celebrity scale. You need to pay almost twice as much for a Manchester United print signed by Wayne Rooney.)

Even the most peripheral connections to the Dambusters legend are exploited. A pub near 617 Squadron’s wartime base at RAF Scampton, in the Lincolnshire village of the same name, which had no pub at all in the Second World War, was until recently a ‘living tribute to the legendary “Dambusters” of the Royal Air Force’ where you could enjoy the ‘convivial atmosphere that exists within its limestone walls – walls that are adorned with a marvellous and poignant collection of Royal Air Force WW2 memorabilia.’ This pub has now closed, the reason perhaps being what one bulletin board correspondent noted as its rather unwelcoming atmosphere. However, the owners obviously thought they were convivial enough hosts. They were very proud of the fact that you could dig out your battledress or utility skirt and recreate the wartime mood as a member of a local ‘1940s Re-enactment Group’ which met there to ‘add flavour’ to the locals’ Sunday lunchtime pints. It was almost enough to make you choke on your powdered egg.

The arrival of the internet has further fuelled Dambuster mania. There are dozens of websites with material about 617 Squadron and its exploits, many repeating the same inaccurate information. Some websites can tell me the registration number of the Lancaster aircraft that David flew to the Dams, but can’t get other things right – the correct spelling of his father’s name being an obvious example.

Working on this book, however, has made me realise that there is a lot I simply don’t know. I remember many of the stories that my mother told us about the war, but she has been dead for 20 years. Her tendency to over-embroider any narrative got worse towards the end of her life, and now I wonder whether she made some of it up completely. She once told my brother Andrew that she had been taken by the police to identify David’s body. But I never heard this from her myself, as either a child or an adult.

So I began the work by trying to put together a better picture of the rest of the crew of AJ-J. Their names were familiar to me from the aircrew lists in my mother’s copy of Guy Gibson’s Enemy Coast Ahead, but it takes a bit more research to find out more than just their ranks and surnames. The crew that flew with David on the Dams Raid – or to give it its official name, Operation Chastise – were:

Flight Engineer:	Sgt William Hatton
Navigator:	Sgt Vivian Nicholson
Wireless Operator:	Sgt Antony Stone
Bomb Aimer:	Plt Off John Fort
Front Gunner:	Sgt Victor Hill
Rear Gunner:	Sgt Harold Simmonds.

There is one invaluable guide to anyone trying to find out more about Operation Chastise. John Sweetman’s 1982 book, revised in 2002 as The Dambusters Raid, is the most authoritative account of all, and, as I am later to discover, much more reliable than those accounts which purport to be ‘definitive’. As regards the crews, he quickly debunks the myth that they were all veterans and hand-picked by Gibson:

... the majority were not decorated (including six of the pilots); and far from having finished two operational tours some had not done one. Many who would fly to the German dams in May 1943 had completed fewer than ten operations against enemy targets.⁹

In fact, David Maltby’s crew was probably the most inexperienced of the lot. Three of them, Nicholson, Stone and Simmonds, had never flown on an operation at all. John Fort and William Hatton had only flown a handful. David, by contrast, had done a full operational tour of 28 flights in 106 and 97 Squadrons between June 1941 and June 1942. After a few months on the usual between-tours break, in his case commanding a target and gunnery flight, training bomb aimers and gunners, he had gone back for a second tour. It was on his return to 97 Squadron in March 1943 that he met the five who were to be his crew: all waiting to start work. They crewed-up together but were then transferred the few miles from Coningsby to Scampton, to the new 617 Squadron to begin the special training. Another front gunner originally came with them, but he was replaced by Victor Hill only 10 days before the actual raid. He brought some real operational experience to the crew, having flown on more than 20 sorties in 9 Squadron.

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