On December 4 1942 there was a particularly costly and tragic operation carried out by aircraft from No18 squadron RAF. Allied forces in North Africa had gained an advantage over their Axis counterparts following decisive victories at El Alamein in October. However, despite Rommel’s Afrika Korps falling back in orderly retreat, they were far from being a defeated army.Their air force in particular was still aggressive; which was demonstrated in a sobering manner on 4 December.
During that period six RAF squadrons had been operating with the Mk.V version of the erstwhile Bristol Blenheim, sometimes referred to as the Bisley. It was destined to be the final variant of a famous aircraft, which by then was unequal to the rigours of air combat. It was first mentioned in operational service in November 1942 when formations of Blenheims were used to repel attempted enemy landings at Bizerta. From late1942, and until the Germans were finally expelled in 1943, the type remained in front line service. However it was universally disliked by its crews, and losses became so prohibitive that when these units moved to the Italian theatre they were replaced by Martin Baltimores.
Blenheim V
The Mark V variant was fitted with the more powerful Bristol Mercury XXX engines. Basically it was a cleaned-up version of the Mark IV and was intended for use either in the close-support role or as a high level bomber. Extensive armour plating was installed, plus a Bristol dorsal turret with twin- Brownings and gyro gun sight. These additions incurred a considerable weight penalty that further reduced its performance to an unacceptable level.
Outwardly, the most obvious change from the Mk IV was the re-designed nose section, which in the day bomber version featured a long, transparent asymmetrical nose. Unlike the Mk IV version the bomb aimer was located on the port side, which incorporated a new type of rearward- facing under-gun position. A close support version of the Bisley featured a non-transparent nose with a battery of fixed machine guns, although this variant never went into service.
Four squadrons operated the Bisley in the Far East, from bases in India and Burma. Although the terrain and weather in that region made for uncomfortable conditions in wartime; with minimal opposition from Japanese aircraft it was a much less hazardous area of operations for the Bisley crews. Operating alongside the veteran Hurri-bombers and Bristol Beaufighters; together they made a significant contribution to final victory in the Far- East.
No.18 Squadron
One squadron with an extended association with Blenheims was No.18, a unit that was raised in 1915 and moved to France as a day/night bombing squadron. It was disbanded in 1919 and re-formed in 1931 as a day bomber unit using Hawker Harts. Their Harts were followed by Hawker Hinds, which in turn were replaced in 1939 with Bristol Blenheim IVs. At the outbreak of war the squadron moved to France as part of the Air Component of the B.E.F. During the blitzkrieg of May 1940 it suffered heavy losses and was withdrawn to England on May 19 to reform. Over the following twelve months the unit was subsequently involved in bombing raids over northern France. On 19 August 1941, whilst en route to a target, one of its Blenheims dropped by parachute to St. Omer airfield, a box containing a spare artificial right leg for W/Cdr. Douglas Bader, the legendary fighter ace who had been shot down ten days earlier.
Malta and North Africa
Following bombing operations over occupied Europe during 1941 the squadron was detached to Malta in October of that year. Such were the losses that it was absorbed into other units in the Middle East. In late 1942 it was reformed and re-equipped with Blenheim Vs and commenced operations in North Africa. During that period its C.O., Wing Commander Hugh Malcolm maintained a maximum effort of bombing raids on a retreating but still aggressive Afrika Korps. Malcolm had achieved a reputation for leadership and determination on earlier missions no matter how difficult the conditions.
The Fateful Mission
On 4 December 1942 the squadron was detailed to provide close support to the First Army with a raid on an enemy airfield. Unfortunately, as it later transpired the promised fighter escort for the bombers failed to materialise, leaving Malcolm with the decision whether or not to carry on with the mission. In spite of the fact that to do so would be courting disaster he chose to proceed, seeing it as his duty to assist the ground forces.
Malcolm led the take-off from the dusty airfield with each aircraft leaving a miniature dust storm in its wake. In the bumpy thermals, the aircraft rose and fell alarmingly in the hot desert air that seemed unable to support the aircraft. They were at least spared intervention from hostile fighters on their passage to the objective, which was bombed successfully.
On completion of the raid the formation prepared to return to base, when it was attacked by an overwhelming force of Me109 fighters. Wing Commander Malcolm endeavoured to extricate his squadron from a critical situation, during which they were engaged most aggressively on all sides. Unable to match the fire-power of the cannon-armed fighters, the Blenheims were brutally hacked down. Finally the formation was reduced to just the wing commander’s aircraft when it too crashed in flames.
Victoria Cross
His posthumous award of the Victoria Cross was gazetted on 27 April 1943 and concluded with these words:
Wing Commander Malcolm’s last exploit was the finest example of the valour and unswerving devotion to duty he constantly displayed.
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