Interesting snippet I came across in the Northampton Mercury for 16 June 1944. I wonder what the full story was...
Thanks for posting, looks like a straightforward rescue rather than anything Speical Forces. As you say, would be good to know more.
I think this is the incident - appears he was in 1943 part of the fledgling Mountain Rescue https://www.rafmuseum.org.uk/docume...Sir-Michael-Quinlan-on-RAF-Policy-1962-65.pdf In the meantime Graham had been posted to India where, in early March 1944, he joined No 357 Sqn at Dum Dum. This unit was engaged in dropping supplies and agents to sustain the Burmese guerrillas operating with Force 136. All but one of the twenty sorties flown by the squadron’s Hudsons during March were successful. A few days after Graham’s arrival, Hudson AM949 was despatched to drop supplies at night near the Sino-Burmese border. The aircraft failed to return but shortly afterwards a radio message was received reporting that the crash site had been reached and that two of the crew had been found alive; medical assistance was requested. Despite his lack of parachuting experience, Graham volunteered to go, and Flt Sgt Tom ‘Chalky’ White, a parachuting instructor, offered to be dropped with him. In the short time available, White gave Graham some elementary pointers while the doctor assembled his medical kit and both men drew walking boots, bush hats, revolvers, cyanide pills and silver rupees as ‘escape money’. They took off at 2350 hrs, landing at Chittagong an hour later to refuel and receive a final briefing. After a meal they were airborne again, with an ETA at the Drop Zone of 0500 hrs on 17th March. The DZ, which was on a 6,000-foot ridge, was located successfully; Graham went first, following a supply container and followed by White and a second container. White was able to manoeuvre himself close enough to shout instructions to Graham as to when to yank the cords and spill air. In a personal account published a few years later, White wrote that ‘the MO narrowly missed a tree, hitting his head slightly as he went into a ‘rugby roll’ on a mound of earth, but he was quite blasé about his first descent.’ TD I note in this report that the RCAF Officer is known as 'Prosser' whereas in the article in post 1 he is noted as 'Rosser'
http://www.harringtonmuseum.org.uk/...-on-Allied-Forces-Special-Duty-Operations.pdf 12.3.44 Hudson AM949 357 Sqdn RAF Bhamo, Burma crashed near Bhamo, Burma on SOE Operation Buffer killing one of crew and badly injuring other Page 212 Airborne Espionage TD
Thanks TD, brilliant stuff as always. So there was a SOE connection, or at least relationship with Force 136.
https://www.rafmuseum.org.uk/docume...Sir-Michael-Quinlan-on-RAF-Policy-1962-65.pdf Read through from page 46 it tells you
From the No. 357 Squadron ORB http://www.rquirk.com/357oper/357Sqdn1944r.pdf March 16 1944 News was received that the Hudson containing F/O. W. Prosser & crew had crashed on the night of the 14/15 March & that 4 of the crew were killed & the remaining 2 who were seriously injured required urgent medical assistance. As the C.O. Wing Commander J. R. Moore was away at Digri & F/L. J. C. S.Ponsford was in the crashed aircraft, F/L. J. A. King, D.F.C. assumed command of the establishment. F/L Carr, No 117 Squadron Medical Officer was heard to have made a parachute descent on a previous occasion but all efforts to contact him were unsuccessful: H.Q. S.E.A.C. had given their consent to such an operation when at 1500 hours Wing Commander J. R. Moore arrived from Digri & assumed command. F/L G. D. Graham Medical Officer for the Squadron arrived also & despite the fact that he had only been on the squadron for a few days & had never made a parachute descent, on receipt of the news immediately volunteered to be dropped at the scene by parachute. At late the operation was arranged:- F/L. J. A. King, D.F.C. (Pilot) P/O A. J. Floyd, D.F.C. (Nav) Sgt. B. Booker & Sgt. H. Lindley (Wags) despite the fact that they been onoperations the two previous nights, volunteered to fly the M.O. to the scene of the crash. F/S. T. E. White a fully qualified parachute jumping instructor who had also been on operations the two previous nights volunteered to accompany the M.O. to assist him to identify the deceased. The aircraft left Dum-Dum at 23.40 hours for Chittagong where it was refuelled & the mission set off from there at 03.15 hours "Sumers????? was the order of the day." March 17 1944 A signal was received from "Boffin" that F/L G. D. Graham & F/S "Chalky" White had both landed safely. That was good news but there was also dad news as only F/O. W. Prosser was alive: F/L J.C.S. Ponsford had died at 10.25 hours in the morning of the 15th March. March 18 1944 A signal was received from "Boffin" stating that F/O W. Prosser could not be moved for at least 4 days:- (also F/L G.D. Graham's report on "Rescue Mission") Appendix Report on: 19.4.44 A/C Accident Hudson AM949 Evacuation of Survivor Sir, I have the honour to submit a report on the above: The dropping area was reached at 05.45 hrs 17/3/44, just as dawn was breaking, and ground signal was seen. Dropping then proceeded, 1st pack, self, F/Sgt White, 2nd pack, tin that order. All landed successfully, which was due to the skill and instructions of F/L King. – Pilot – and F/Sgt Whit??? – Paratroop instructor. The party was met on the ground by Kokang guerillas, dressed in blue uniforms under the control of Col. Yang Wan Sang. Mule transport was provided and a guerilla escort, and after 1 hour journey to the North, the scene of the accident was reached 2 ½ miles N. of S.-S, and ½ mile W. of Nam Po Ko village. At a mountain hut directly opposite the crash, the last survivor, F/O Prosser was found and contact established with Major Leitch and Lt Parsons U.S. Forces. These officers had rendered extremely efficient first aid and organised shelter, food and guerilla service. We were informed that the other survivor of the crash, F/L Ponsford, had died of his injuries at 1000 hour 15/3/44 before they had been able to arrive, as they were not aware of the accident until 1900 hours 15/3/44. Also the aircraft and personal property of the crew had been looted by natives. The patient was immediately examined on arrival and found to be in a comatose condition and suffering from a fractured skull, lacerations of forehead and face, and multiple fractures of R. ankle. There was also fever, due to infection of his wounds. Treatment was instituted. In this Major Leitch, Lt.Parsons and F/Sgt White gave all possible help, maintaining a 24 hour watch. After 3 days there was some improvement in his condition, but this was followed by a relapse. Capt. Hockman, U.S. Medical Officer stationed at T Etang arrived on the evening of the 20th Mar. having journeyed 5 days south by mule, in response to the signal received from Major Leitch on 15/3/44. I invited him to remain and to a great extent the ultimate recovery of the patient was due to his help. The wrecked aircraft was examined, and the following points noted: It was lying nearly horizontal on the top of a ridge below the main crest at the S.W. and closed end of the Nam Po Ko valley at a height of approx. 4,600 ft. Prior to crashing, it had turned sharply to port, from 270 to 225, to avoid the crest of 6000 ft., it then struck several trees on a lower ridge with the outer part of the mainplanes, the outer part of the starboard wing being ripped off and finally the nose of the aircraft struck the summit of the ridge and the machine came to rest. Scallop marks on the ground showed where port propeller had struck. None found for the starboard engine. The port engine was hurled into the valley below, the starboard engine was pushed underneath the mainplane. Forward of the W/Op cabin the a/C was entirely wrecked. The port mainplane had been pushed into the despatch compartment and the floor thrust upwards. The rest of the a/c and rear gun turret was relatively undamaged. There was no sign of fire and little smell of petrol. Direction at impact - 225 mag A.B.I. - 220 Manifold P. - 24 24 Altimeter? - 4600 Mixt. Control - Off, in locked position. Dump Fuel Handle - Out Throttles - Indefinite Undercarriage - Up Flaps - Up Propellers - Not feathered Engines Starboard: Propellers blades bent straight back. One nicked on leading edge. Port: Propeller blades curved sideways. Evidence from Guerillas: Natives said that a/c was on fire and that engines were making a banging noise. A/c dropped second stick 4 miles away from dropping area. Time of crash, 03.20-03.30 China Time (- ½ hr.) Statements made by F/O Prosser while semi-conscious. "If you can't land, you've got to climb to 8000 11° off track makes a hell of a difference. The starboard engine was burning away all the time." Documents, The following documents were found and destroyed by myself in the presence of Flt/Sgt. White. Code of the day 14th. R.A.F. Code. Rekoh Car. M. Naval Section and amendments. Frequency channels. Naval Section No 2. Combined Ops. signals. Naval ship Identification. Station Call sign list. Control Signals. Aviation Maps – Arakan and Assam. Air Almanac. The W/Op. log and Navigators log were brought out. Graves These lie in a fenced clearing on the ridge by the crash ½ W. of Nam Po Ko. A military funeral was conducted by Major Leitch and a Burmese Pastor. In order from South to North. 1. F/O Palmer. 2. F/Sgt. Wilkinson. 3. F/O. Patterson 4. W/O.Ogilvie 5. F/L. J. S. C. Ponsford. Salvage The few remaining personal belongings of the crew were handed to me by Major Leitch. Wireless sets had already been removed and were handed over to a British Unit further N. No trace of an I.F.F. set could be found. Guns and ammunition were taken by the same unit. All serviceable a/c instruments were brought out. 3 wheel tyres remain but could not be salvaged owing to weight. The Journey Out. Received a report from guerillas that a Jap force of 200 had crossed river at Kunlong south of us and were advancing N.E. Approx. 4 hours away. Party packed ready for evacuation, but in view of patients condition it was decided not to leave until more definite news was received. Major Leitch advised immediate departure. 30th March Further message received to say Jap force had increased to 400. 31st March A vague report come in of a Jap attempt to cross the river 30 miles North. Major Leitch engaged for the party:- 12 coolies to carry the litter, 4 baggage and 3 riding mules, 1 Guerilla 2 Chinese army men. 2 muleteers. 1st April '44 1400 hours it was decided to depart to E. as the coolies supply might deteriorate rapidly, even though there had been rain for 48 hours and it was not possible to ride. Food supply for 4 men for 7 days was carried. The tracks were bad, and the baggage mules, rolled downhill several times, carrying one or two men with them. After 3 hours march, stayed the night at Pahntang, all personnel wet and covered with mud. 2nd April 8 hours march made to Ma-Ung-Sang direction generally to the N.E. The Burma-China border was crossed. The going was much improved, as the weather had lifted and the track widened. Food was scarce and natives few innumber as soon as the border was cross. The Sheriffs house was very dirty and a den of Opium smokers, and the Sheriff and his personnel looked very unreliable, and were not friendly. No trouble was experienced as the party was ostentatiously armed, and one white remained on guard all night. 3rd April Nine hours mule ride brought the party to Meng Peng. No villages were passed during the day, and the country appeared to be deserted. Two steep passes were crossed. The night was passed without incident in the village schoolroom. Food was scarce and too expensive to buy $ 5,000 for a meal for 4 (Rs100). 4th April Journeyed 4 hours to Er Tai Pu where we sere supposed to engage fresh coolies and mules. This was a Chinese Army Post. There were plenty of soldiers available, but no sign of coolies or mules, and no one was willing to help On the other hand the Kokang coolies etc, resolutely refused at first, to go any further from home, being afraid of conscription into Chinese Army. After some argument, and increase of pay and a drink of Rum and some aspirins, they agreed to continue to Meng Bawn. A high pass of approx. 6,000 ft, was crossed and Meng Bawn entered after 9 hours total journey. It was noted that the aviation map and Zoot Suit maps were very inaccurate. 5th April Fresh coolies and mules were engaged. The Kokang personnel departed rapidly the minute they were paid, as they are not on friendly terms with the Chinese Army and this was a regimental H.Q. One high pass crossed today, and the descent made to the fertile valley of Tetang – the first we had seen. Americans post entered at 1800 hours and Col. Albin contacted. He did everything possible to make the party comfortable. 6th April One day of rest was taken here. Prosser became rational, but could remember nothing of the journey. Capt. Hockmann, who had been acting as interpreter, left us here, as this was his base. 7th April Set out with fresh coolies etc. and reached Cheng Kaung Ba without incident. 6 hours. 8th April The coolies who had been engaged for 2 days deserted in the night, as the Americans had paid them in advance. Four hours of the morning was wasted trying to get 12 coolies. Eventually the Sheriff collected 4, and promised another 4 to follow later. Set out with 4, sent White ahead with baggage to bring fresh coolies when he reached our night's destination, Mangway; left the Chinese interpreter behind to bring up 2nd four coolies. 3 hours later, was overtaken by interpreter to say that no further coolies could be found. Diverted from main track to village in distance in hope of rounding up some men. Despatched interpreter to another village as coolies were now in an exhausted condition and lying on the ground owing to the heat. After 1 hour, there being no reply, I issued a benzedrine tablet to each man, and forced them to carry the litter to the river, so that the patient might be cooled, as he was showing signs of heat exhaustion. This was done and a neighbouring Chinese Army section post reached (Mengteba) after 5 hours argument, 2 fresh soldiers were engaged, and the patient and coolies fed. It was now 2200 hours, and quite cool. As White would now be on his way back from Mengway, I decided to get back onto main track and continue journey. This was done and Mengway was entered at 01.30 hours, and White contacted. He had marched back for three hours descending some 5,000 ft. waited another 2 hours and reclimbed the pass. Lt. Warren U.S. Army, engaged Chinese soldiers and mules for us and journeyto Ypankai of 7 hours passed without incident. 8/4/44 Col. Albin of U.S. Army, fed and refreshed the party and provided 10 Chinese soldiers and mules. 9th April Departed 9/4/44 for Gypai. There was a considerable amount of climbing this day, 7,00 ft (?) and in the evening after 9 hours, it transpired that we had by-passed Gypai and the soldiers were unwilling to carry the litter back up the mountain. They were drawn back at the point of the revolver, and Gypai was found. 11th April Another day of hard climbing and a pass of 7,000 ft. crossed. At this point a storm overtook the party, and the weather was somewhat cold. After 7 hours Shunning wasentered at 17.30 hours and the American H.Q. there under Major McMorrogh, refreshed, cleaned, fed, and refitted the party. The jeep road had now been reached. 12th April Rested. Despatched signal to 231 Group, O.C. 357 Squadron. 13th April Transported in Weapons Carrier to Yunshin stayed at the 22 Field Hospital. 14th April Transported 120 miles (10 hours journey) across 2 ranges and the Mekong river to Medu. 22nd Field H.Q. Hospital, similar hospitality. 15th April Easy journey on Burma road to Yunnanyi Airfield, contacted U.S.A.A.F. Air Transport Command. They had noknowledge of our requirements, but promised Air transport to India the next day. 16th April Emplaned C 46. Weather closed down. Aircraft landing gear failed to retract, and patient became collapsed and airsick, despite oxygen. Aircraft returned to Kumming. Patient and party refreshed and accommodated by Major Brickle O.C. Station Hospital. 17th April Emplaned 0745 C 46. Disemplaned Chabua 1100 hours. Emplaned DC 3. 1330 hours. Disemplaned Dum Dum 18.30 hours. Patient taken to 47 B.G.H. and admitted in good condition. Party reported to H.Q Hazrah Road, 20.00 hours. Throughout this journey F/Sgt White rendered praiseworthy service in looking after the patient, organised coolies, etc. I am Sir, Your obedient servant, Signed;- G. D. Graham, F/Lt.
