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Benghazi in North Africa was the main supply point for the German forces in the area and an important target for the Allies. Consequently it was heavily defended and I well remember some hairy moments there , struggling to get out of the efficient searchlights . Number 37 RAF Wellington bomber Squadron was based at Shallufa in Egypt and because of the distance of some targets from the aerodrome , it was necessary to fly to an Advanced Landing Ground (ALG) land , refuel, and continue the operation later. The total flying time to reach long range targets and return was about ten hours . These flights required two pilots to share the flying . Two Wireless Operator / Air Gunners were also part of the six man crew to allow for any contingencies. Occasionally the operation was delayed after arriving at the ALG and after several days of desert living , crews became rather scruffy looking individuals. Since we always had to wear clothing suitable for flying on these operations , uniforms were modified somewhat for the hot and dusty ALG environment. I remember that Mac wore a New Zealand Army hat for desert use , a Maori Tiki for good luck on a cord around his neck and his billy can , mug, and eating 'irons' slung from his belt. The general effect, with a few day's growth of beard was similar to an old time gold prospector !

On 16th. July 1941 37 Squadron crews were detailed to carry out a night bombing operation on Benghazi. Our crew, Harris (captain), Helyar, Malpas, myself , Langley and McCall, in Wellington No. 7864 . After some four hours flying and still about 80 miles from the objective, the port engine started to give trouble and had to be shut down. There was nothing for it but to abort the sortie and return . The prospect of flying for about three hours on one engine was not at all rosy and would impose great strain on the pilots. In order to lighten the aeroplane we jettisoned the bombs and the reconnaisance flares , the guns and any other loose articles not required on voyage. It was part of the Wireless Operators normal duties to pump oil to the engines at regular intervals. The extra load on the starboard engine and loss of oil from the port engine, necessitated oil being pumped more frequently. In fact there was a grave danger of running out of the stuff and we even broke into the hydraulic oil tank over the wireless position in search of a few more cupsfull of the stuff. These actions took place in semi-darkness with ears alert for any change in the muffled roar of the overworked Pegasus starboard engine . All this added extra interest to the situation.

Despite our actions to lighten the aeroplane, it was still difficult to maintain height, so George told the crew that if they wished they could bale out before we reached a really critical situation. The second pilot and rear gunner decided that they would get out and take their chance in the desert. The departure of the second pilot meant that George had to contend with the chore of flying the aeroplane single handed . It was fortunate that he was an extremely fit and strong chap, who for a little light excercise would swim across the Suez Canal and back. In the hope that we could make an early landing I sent a coded message to SidiBarani asking for runway lights. By the time Sidi B . had decoded the request and sent me the reply the 'Lights were on at Sidi Barani' we had passed the place . George said he was not going to risk returning to the aerodrome and so we continued on our route. I asked ALG 09 Direction Finding Station in plain language morse, for courses to steer (QDM's) and received the directions. The Germans , however, told us to 'Steer South' which we ignored since their advice would have taken us towards their lines. We eventually arrived at the ALG and after some debate as to whether it was best to turn on the dead engine or the live one, George made the right decision and we landed safely after eight and a half hours flying. We had to leave our aeroplane at the ALG for repairs and get a lift back to base with another crew.

The two who baled out , Helyar and McCall had two different experiences. Helyar landed quite close to the coast road , blocked the road with some 50 gallon oil drum markers and lay down and went to sleep. In due course he was picked up by an Army patrol and taken back to their camp. McCall landed some distance away from the coast , picked up his parachute and walked with it to the road. There he was spotted by soldiers in a military vehicle . McCall heard them speaking in a foreign language, concluded that they were Germans and prepared to be take prisoner. His 'captors' seeing the parachute and unusual uniform, thought he was a German parachutis and ordered him into the vehicle. He was conveyed to a military camp where his identity was established and he discovered that the soldiers were Polish Army troops.
Both Helyar and McCall were transported back to Shallufa none the worse for their experience. We made an air drop of cigarettes etc . to the soldier's camps, as a small token of thanks for the assistance they had given to Helyar and McCall.

Looking through my log book , I see that on 20th. August 1941 ( about a month after our single engine episode in the aeroplane) I flew with George Harris in Wellington No. 7864 on an oil consumption test after repairs. Maybe the test was not satisfactory , since it is not mentioned again in my records.

Our baptism in the Mediterranean earlier in our Middle East operations , it seems , had given us a strong sense of self preservation . We all lived to fight another day, perhaps a little more successfully,and completed our full 30 operational sorties in the area without further serious mishaps.

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