Period:

Second World War (1939-1945)

Rank:

Sergeant

Unit:

No. 49 Squadron, Royal Air Force

Awarded on:

April 2nd, 1943

Recommendation:
"Sergeant Tickler and his crew were detailed to carry out mining operations off the Frisian Islands on the night of 27th February 1943. The pinpoint from which they were to make their run was the Island of Juist, which is known to be defended. The crew were briefed to avoid flying over the island if possible, but in the weather conditions at the time the visibility was poor and this was apparently unavoidable. There was no moon. The aircraft took off at 1859 hours. On the first part of their trip there were no untoward incidents until 2005 hours, at a height of 1,500 feet, a flak ship opened fire on them. The gunners in the aircraft returned this fire and silenced the guns, but the aircraft was hit in the rear turret, though no serious injury was done. They then continued on their trip, and owing to bad visibility and the dark night, they were forced to come down to 700 feet in order to make their pinpoint.

The crew located the island and immediately turned away from it and set course to make their timed run. At 2042 hours, just as they had set course at 700 feet, they were engaged by seven or eight light flak guns and searchlights. The guns were out to sea and all opened fire at the aircraft which was held in searchlights and silhouetted against the dark background. The aircraft was hit several times in the rear turret, in the Navigator’s cockpit, in the port wing and in the pilot’s cockpit. The Flight Engineer, Sergeant Downing, received severe head injuries, lost consciousness, and died later. The pilot, Sergeant Tickler, was wounded in the left shoulder and left side and for a few minutes was so dazed that he almost lost control of the aircraft. The aircraft started to dive into the sea but the Air Bomber, Sergeant Lowans, and the rear gunner, Sergeant Silvester, both shouted “We are getting near the waves.” The Navigator, Sergeant Matthews, quickly left his table and pulled back the control column and brought the aircraft up again to 700 feet.

The pilot did not mention his own injuries but indicated that they were to carry out their task and make the timed run and drop their mines. The Navigator gave him the course and despite his own injuries and the damage to his aircraft, the correct run was carried out and the mines dropped in the correct place. It was not until after this that Sergeant Tickler informed the rest of his crew that he had been wounded. The Navigator had a slight wound on his hand and one shell splinter tore the top of his helmet, although without injury to him. The Navigator, after the mines had been dropped, gave the correct course to return to base, but as the pilot’s left arm was quite useless, he could not set the course on the compass, so the Air Bomber, Sergeant Lowans, did this for him, kept him on course and helped him with flying the aircraft. He performed the duties of Flight Engineer and gave the captain tea and encouraged him. The Navigator, at this time, was giving first aid to the Flight Engineer, dividing his time between navigation and this task.

After a time the Wireless Operator, Sergeant Webb, came up and gave first aid to the pilot and also the Flight Engineer, and then went back to his set and tried to get in touch with base and to send an S.O.S. He could get no reply from the ground station so he locked the key down for some time as a distress signal so that the ground station might get a “fix” on the aircraft in case they had to ditch. They carried on, on their route back to base, and entirely without wireless aids of any sort, including the TR.1335, succeeded in navigating the aircraft and, under extremely difficult conditions, the aircraft was brought back to this country.

During this time the Air Bomber, Sergeant Lowans, was helping the pilot to fly the aircraft and they flew for about two hours in this state. The captain constantly gave instructions to the Navigator to change fuel tanks at the correct times, switch on the correct fuel pumps, and generally check the engines from time to time. The crew, who knew the state they were in, worked magnificently together to hold the pilot’s interest and stimulate him as much as possible.

Just before crossing the English coast, the Bomb Aimer went down to the front in order to pinpoint and the Rear Gunner, Sergeant Silvester, came up to help the pilot and act as Flight Engineer. He did so because he considered that he knew more than anyone else in the crew, except the Captain, having previously watched the Flight Engineer at work on local flying. After crossing the coast, the Wireless Operator called “Darky”, and a flare path was lit for them. The Rear Gunner, acting as Flight Engineer, lowered the undercarriage and managed, with some considerable difficulty, to get the flaps down. After lowering the undercarriage he noticed that they were losing speed and opening the throttles made little difference. He then remembered the constant speed levers and, putting the airscrews into fine pitch, gained flying speed once again.

In the meantime, Sergeant Davies, the mid-upper gunner, from his position, was of considerable help in keeping a lookout and telling the pilot when to turn in to land. At one time he turned in too soon and Sergeant Davies corrected him and told him to make a wider circuit. They finally approached the flare path correctly and by a supreme effort Sergeant Tickler mustered sufficient strength and judgement to make a perfect landing on the flare path, but the effort was too much for him and after touching down he collapsed over the controls. The aircraft unfortunately ran on, swinging to the left and struck an obstruction on the aerodrome, though the aircraft itself was not badly damaged.

Sergeant Tickler, the pilot, displayed courage and devotion to duty of the highest order in that after his aircraft had been damaged, his Flight Engineer fatally wounded, himself wounded in the left shoulder, side and back, with his left arm quite useless, he continued to carry out his orders, and flew the aircraft at the correct speed and height to lay the mines in the correct place. Then, with great skill and endurance, flew the aircraft for two hours to bring his aircraft and crew safely home. The Navigator, Sergeant Matthews, by his prompt action saved the aircraft from diving into the sea and then with great skill and devotion to duty, carried out the operation as ordered and, under the most difficult circumstances, navigated back to this country. Sergeant Silvester, rear gunner, was responsible for assisting the pilot in landing and, by his prompt action, in keeping the R.P.M. up, prevented the aircraft from stalling. Sergeant Lowans, Air Bomber, by exerting his will power on the pilot, and encouraging him, and helping him to fly the aircraft, no doubt made it possible for Sergeant Tickler to last out until they had landed. Sergeant Davies, mid-upper gunner, displayed very sound judgement in assisting the pilot on his circuit prior to landing and was the only gunner able to remain at his post in the event of attack by hostile aircraft. Sergeant Webb, wireless operator, helped to render first aid and did everything in his power to obtain R/T assistance, remaining calm during moments of peril and encouraging the pilot and other members of the crew, By their joint efforts in bringing a damaged aircraft and badly wounded Captain back to this country after having completed their sortie, the crew exhibited determination and crew cooperation of the highest possible order. The Captain’s conduct is particularly praiseworthy. He was badly wounded but not until he had completed his mission did hhe inform the rest of the crew of his injuries. Each man in his turn rendered invaluable assistance without which the aircraft could not have failed to crash. If any one of them had failed in his duty, it is highly possible that the aircraft and crew would have been lost and I have no hesitation in most strongly recommending them all for the immediate award of the Distinguished Flying Medal"