wottawitch2

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IN SEARCH OF‘WOTTAWITCH’ 25TH January 2010 Compiled by Glen Smith (nephew of Arthur Roland Williams) Photo: Crash site

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PRELUDE This journey was planned over a long period of time and was initiated by my brother Ivor Smith who has for many years researched the history of‘Wottawitch’, its crew and outcomes following the crash. We had discussed over a number of years the idea of visiting the crash site. The visit was intended to firstly find the crash site and secondly pay respects to my uncle and those others that died as a result of the crash. Whilst it is not conclusive that any died in the crash itself, of those that did die three met their fate in that vicinity. Another four met their fate further west at the hands of the Japanese. It was a focal point for a small memorial to be read. Also to our knowledge no relative of the crew has ever visited the site. This compilation is never intended to be a complete dossier of the history of‘Wottawitch’and the crash but a simple record of my visit for those who are interested. I have included some background of‘Wottawitch’and the crew. To the relatives of the crew I trust this visit and what I have compiled will give a more personal touch to the crash and and those who died 65 years ago. I had intended on this journey to visit Digri air base, the remnants of which are still evident and can be seen on Google Earth images. However due to Maoist and Naxalite insurgency in West Bengal it was considered far to dangerous. This was disappointing as visiting Digri where‘Wottawitch’was based and from where she flew her final mission would have made this journey complete. Not to be. I have included some imagery which gives a perspective of Digri air base. Acknowledgements: At this point I wish to acknowledge the help I have received in this venture. Firstly, Ivor as mentioned above has done extensive research over decades. Ivor provided me with historical documents surrounding the mission, its crew and information concerning those relatives that are left. Secondly Matt (Poole) whose long time interest and research has put the bones on so much of the records. Matt provided high resolution imagery of the crash site along with various coordinates so that to the best of our knowledge we could clearly identify the site. Thirdly to Khine (Tun) who enabled me to get to the site. Khines knowledge to navigate any hurdles both physical and political was essential. Also the interest that Khine has shown in this trip will be evident in the text. I wish to thank Khine who made the journey such a memorable experience. For the purposes of this documentary I will use the place names consistent with those used at the time of this episode. This coincides with names used in any attached document.

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CONTENTS Introduction ‘Wottawitch’the Aircraft The Mission The Crew The Crash The Aftermath War Crimes Tribunal In search of the Crash Site Rangoon War Cemetery For those who care to remember Appendix

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It is 5pm on the 31st January 2010. I am sitting with Khine on the bank of the Irrawaddy River in Bagan central Burma having a quiet drink. I inadvertently looked at my watch and it dawned on me the significance of the time. At that moment 65 years ago to the minute BZ 938‘Wottawitch’will have taken off from Digri air base and will have been in the air 34 minutes on her final doomed mission. As the sun was setting we contemplated that event. It was a poignant moment. We then made a toast to my uncle and the crew of‘Wottawitch’ Khine commented how surreal it was that we should be sitting here overlooking the Iwwawaddy as‘Wottawitch’was winging its way towards the coast of Burma 65 years ago. Post script: It was never planned that my visit would coincide with the 65th anniversary. It just happened! Photo: Irrawaddy River

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‘WOTTAWITCH’the AIRCRAFT ‘Wottawitch’was a Mark V Liberator built to coastal command specifications. This provided for endurance and surveillance capability. Fuel load consisted of 2980 gallons. This gave a normal endurance of 21 hours Graham Jeffrey (Navigator‘Wottawitch’) wrote ‘the special flight aircraft had their gun turrets removed and in their place was a glasshouse for the navigator. The bomb bays had been altered to take long range fuel tanks and special equipment for radar station detection’. Reference 1

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Ground Staff

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Former crew with 16 Former crew with 16 operations marked on fuselage. ‘Wottawitch' was on her 43nd mission on the 31st January 1945

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A Liberator. Note the revetment used to protect aircraft from enemy activity

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THE MISSION No 159 Squadron was based at Digri in West Bengal some 100 kms west of Calcutta. BZ 938 ‘Wottawitch’ was a Liberator Mark V specially adapted for radar detection. The mission is best described by the following quotes from documents held. 10th February 1945 Secret Circumstantial Report on Liberator BZ 938W and crew missing from operations 31.1-1.2.45 BF Burbridge Wing Commander Commanding No. 159 Squadron. R.A.F. BZ 938W an aircraft of Special Signals Flight attached to 159 Squadron was detailed to carry out a special mission covering the areas of Yogange Isle, Rangoon River, Bassein, Ywangyaung, Meiktila, Ywathet, Moulmein, Tavoy, and Diamond Isle (see map). Reference 2 Special ‘C’ flight consisted of two Mark V Liberators. Originally BZ 938W ‘Wottawitch’and BZ 939Y ‘Yippee’. Ron Ellis (Sydney) – wireless air gunner in 938W from Sept to Dec 1944 states that sometimes both aircraft would ‘mission’ together, though slightly ahead and astern to draw Japanese radar responses. They would then record the location. BZ 939Y ‘Yippee’ disappeared without trace over the Bay of Bengal on 10th Nov 1944. Jim Bradley is reported describing the mission and I quote ‘the trick was to fly over enemy bases and pick up their radar signals and by electronic computing devices plot the signals and thus map out the positions of their radar stations. When these had been pinpointed, bombers followed with demolition work. Enemy flak and night fighters made each mission a rough one. The greatest fear was running out of gas’. Jim recounts ‘Our missions were long, some twelve, fourteen and even eighteen hours. Our gas loads were tremendous. Our gross weight would sometimes reach 64,000 pounds. Often we would fly for several hours after take off without climbing beyond 500 feet, due to the heavy load’ Reference 3

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WW2 Imagery of Digri air base. Liberators on the ground Photo courtesy: Matt Poole

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WW2 imagery of Liberators lined up at Digri air base West Bengal. Photo courtesy Matt Poole

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Google Earth image of Digri air base today. As can be seen is partly overgrown

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...the flight path It has always been of interest what flight path‘Wottawitch’took on the 31st January 1945 Following is documentation indicating the locations to be covered on that mission It is almost impossible to establish the actual flight path they may have taken. The following map shows the locations with a question mark behind those that could be doubtful. Three of the locations are at best a guess due to possible errors in spelling and name changes since 1945. The intention is to provide some scale as to the area covered in this mission. Remember they had long range fuel tanks and it is likely this mission was up to 18 hours in duration I have intentionally used a simplistic map so to better visualise the locations. The following has been provided by Matt Poole

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Matt Poole the Geographer tries to solve the following: Where did ‘WOTTAWITCH’ fly on the night of 31 January / 1 February 1945? Very little evidence – only four items found in Arthur Williams’ RAAF A705 casualty file (viewable online as pages 131, 138, 139, and 140 of his file: Page 131 (Circumstantial Report): ‘covering the area Yogange I, Rangoon River, Bassein, Ywangyaung, Meiktila, Ywathet, Moulmein, Bangkok, Tavoy, Diamond Isle, Base.’

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Page 138 (Lettergram to Rev. Sear): "...SPECIAL OPERATION WHICH NECESSITATED FLYING FROM BASE TO RANGOON RIVER BASSEIN- PROME-YENANGYAUNG-MEIKTILA-YWATHIT AND MOULAMEIN IN BURMA BANGKOK IN SIAM TAVOY ISLAND AND DIAMOND ISLAND OFF BURMA COAST"

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Page 140 (RAAF cypher message): “TARGET LANDFALL (GOYANGI?) POINT-RANGOON RIVER BASSEIN-PROME-YENANG YAUNG-MEIKTILA-YWATHIT-MOULEMEIM-BANGKOK-TAVOY ISLAND-DIAMOND ISLAND”

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* BANGKOK * Rangoon River * Diamond Is. *MANDALAY * Moulmein * Bassein * Meiktila * Digri Air Base * Tavoy Is BURMA CHINA THAILAND BANGLADESH INDIA *RANGOON * Ywathet? *CALCUTTA LAOS * DHAKA *Kyungyi Is? (could be Yogange Is) * Yenangyaung? (could be Ywangyaung) * Ywathit? (could be Ywathet) Note: The distance in a straight line from Calcutta to Bangkok is 1604 kms (997 miles). This gives some perspective of the distances travelled on this mission * Crash site * Prome

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the CREW The crew were drawn from a range of nationalities They consisted of Pilot: Squadron Leader James Bradley (UK) Second Pilot: Flight Sergeant Leslie Bellingan (South Africa) Navigator: Flying Officer Graham Jeffrey (UK) Wireless Operator & Air Gunner: Flight Sergeant Stanley Woodbridge (UK) Flight Engineer: Flight Sergeant Robert Snelling (UK) Wireless Operator & Air Gunner: Flight Sergeant John Woodage (UK) Wireless Operator & Air Gunner. Warrant Officer Arthur Williams (Australia) Air Gunner: Flight Sergeant Leslie Adams (UK) Wireless Operator: Flying Officer William Lowery (UK)

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JAMES WILSON BRADLEY DOB: 25th December 1909 Died: 13th Nov 1971 Age: 62 Father: Dr Neville Mother: Margaret Siblings: Patrick, Malcolm, Frederick, Neville and Marguerite. Married: Yvonne Daughter: Marlene Kennedy of San Francisco Squadron Leader. Pilot on‘Wottawitch’ After release near Pegu Photos courtesy Matt Poole

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Marlene (daughter) James wife Yvonne Marguerite (sister) Patrick (brother) Malcolm (brother) Frederick (brother) James Neville (Jack) (brother) James Winston Bradleys family James Gibbons (Marguerites husband) Margaret (mother) Dr Neville (father) Marguerites daughter Ann

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GRAHAM JEFFREY DOB: Unknown Died: Dec 95 Age: Unknown Father: Unknown Mother: M.T. Jeffery East Keswick, Leeds Siblings: Sister Married: Evelyn Children: None Flying Officer. Navigator on ‘Wottawitch’ Photo: After release as POW

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LESLIE BELLINGAN DOB: Unknown Died: 7th February 1945 Father: Frank Bellingan Mother: Died in child birth, name unknown Married: Mavis Grace Howell Kensington South Africa Nationality: South African. Met and married his wife in Northern Rhodesia. Service records: Unknown Flight Sergeant. Second Pilot on ‘Wottawitch’ Son: Terrance born 2nd May 1940 Lives Surrey England Rangoon War Cemetery

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STANLEY JAMES WOODBRIDGE GC Born: 29th August 1921 Died: 7th February 1945. Age: 23 years. Son of James and May Woodbridge, Chelsea UK Siblings: Gladys and Ralph. Married: Florence Carter in 1942/3. RAF, Flight Sergeant Wireless Operator and Air Gunner. He was awarded the George Cross for supreme courage. Stanley volunteered for the RAF in 1941. After initial training he became a wireless operator. At the time of joining 159 Squadron he had been promoted to Flight Sergeant. Reference 4 Rangoon War cemetery Stanley and Florence

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JOHN DEREK WOODAGE Born: 8th October 1922 Died: 7th February 1945 Age: 22 years Father: George Mother: Charlotte Berkshire UK RAF Flight Sergeant. Wireless Operator / Air Gunner. Rangoon War Cemetery

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ROBERT JAMES SNELLING Born: 16th October 1921 Died: 7th February 1945 Age: 25 years. There is a question mark over his age. Father: Robert Mother: Kate Essex UK Siblings: Peter RAF, Flight Sergeant, Flight Engineer on ‘Wottawitch’ Rangoon War Cemetery

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Kranji War Cemetery Singapore ARTHUR ROLAND WILLIAMS Born: 29th December 1910 Died: 1st February 1945. Assumed drowned. Age: 34 years Son of Eli and Maude Williams Bagotville, New South Wales, Australia RAAF Warrant Officer. Wireless Operator Air Gunner Joined the RAAF in 1942. Trained under the Empire Air Training Scheme in Canada. Graduated Sergeant as Air Gunner and Wireless Operator. Posted to Harwell UK 1943. Posted to India in April 1944.

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LESLIE ADAMS Born: 1910? Died: 1st February 1945. Age: 35 Assumed drowned Age: 35 years. Son of Henry and Mabel Leeds UK Married: Gladys Daughter: June Wagstaff living Adelaide Australia RAF Flight Sergeant. Rear tail gunner. History of his training career and early postings are unknown. Les Adams was on 159 Squadron general bomber duties. Changed to Special C Flight with longer mission flights so to quickly complete his 200 hours operational tour and then home. He had a wife and child. Played Rugby League for Leeds,Huddersfield and Castleford Kranji War Memorial Singapore

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Kranji War Memorial Singapore WILLIAM JAMES JOHN LOWERY DOB: Unknown Died: 1st February 1945 Assumed drowned Age: 28 Father: Arthur Mother: Edith Siblings: Married: Nellie May Leytonstone UK Children: Two sons. Colin War Record: Called up 1940 Flew 38 missions in the Middle East Arrived India Dec 1944. Flying Officer. Wireless operator on ‘Wottawitch’

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THE CRASH At approximately 3:10 am on the 1st February 1945 whilst returning home to base ‘Wottawitch’came under fire from a Japanese night fighter. I refer to the following. Sqd Leader Bradley's log book entry made after his release from Rangoon jail and his return to flying duties. (see copy of Bradleys log book) The account of the crash is best left to the two survivors who later recalled the event. Jeffrey’s account written for Ivor Smith in 1992 ‘.....everything had gone to plan and we were just leaving the coast to survey some islands a few miles off shore before setting course for home when it happened. There was a fierce vibration on the port side of the aircraft, Bradley came on the intercom to say that we had lost an engine and asked for a course for home which I gave to him. I took a look at the repeat altimeter beside my desk and saw that we were losing height rapidly. Bradley came on the intercom again almost immediately to ask where we were heading and when I told him out to sea, he asked me to direct him to turn the plane towards the coast, which I did. It was clear that the plane was going to crash and that we would have to bale out. Bradley told the crew the situation and told us to prepare to bale out. The question was would we make the coast in time to bale out over land and I could see that it was going to be a very close thing. We were so low and not yet at the coast, that Bradley had to give the order to bale out at the individuals discretion before we reached it. To bale out I had to leave my desk, put on my parachute and open the door to the nose wheel which was my emergency exit. I could see the altimeter and as land appeared below me I left with the altimeter at 1000’. I landed on the shore about 10’from the water. The five on the flight deck left very soon after me at about 700’and landed in paddy fields. Although this is the end of BZ 838 there are still some questions to answer....’ Reference 1

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BRADLEYS LOG BOOK ..note Jim Bradley has written Woodbridge twice instead of Woodage and included the name Harvey instead of Lowery.

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...the CRASH continued Extracts from recollections of Jim Bradley told to and edited by Wesley Steelberg 1957 ‘We were well satisfied with our nights work. I was heading the plane home, when suddenly without warning, there was an eerie whining of a runaway engine. Number one engine revved up to full power and caused our B 24 to veer sharply to the left. I tried to feather it with the emergency control. Nothing happened. While this was taking place , Bellingan called over the intercom that number three engine was on fire. We were losing altitude at about 300-400 feet a minute. The navigator informed me we were 40 miles south west of Rangoon. I couldn’t hold a 1500 foot altitude and gave the order to jump. My navigator went out through the nose and the rest except for the radio man, went through the bomb bays. I glanced at my altimeter and it read 700 feet. When I knew that my crew members had cleared away I pulled the controls back sharply to bring it into a stall so that it might crash nearby. We had to make sure that it was destroyed and that no information would fall into enemy hands.. I dived through the open bomb bay. I landed near my radio operator . Almost instantly the plane hit. I was unhurt. Reference 3

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..the Aftermath...from crash site to Rangoon The events that followed the crash have been compiled from various sources. In some cases there is conflicting information, no doubt as a result varying recollections plus hearsay accounts. Accept this account as a guide to what happened to the crew. This account deals with the facts as I understand them. I have not endeavored to provide the human and emotive side of those events. That would be presumptuous of me and no doubt lead to inaccuracies. It is left to the reader, should they choose to access the various documents. See (references) The account of events by the survivors and reporters will provide a far better‘feel’for what transpired. This is only a short version of events. Refer to map for locations. Five crew were found near the crash and were taken to the village of Letpanbin where they were provided with food. Bradley offered to pay the Burmese to obtain a boat. Some hours later the Burmese returned with the Japanese. Another crew member was found at the village of Kani. The six crew were then taken to the village of Thamteintaw. Then taken to Pyapon. The journey was by foot and sampan and took three days to reach the destination of Myaungmya. The prisoners were handed over to the Japanese 55th Engineering Division. Bradley and Jeffrey were then separated from the others. It is understood they were taken to Bassein for further interrogation. (see map 1) After further travel and interrogation ended up in Henzada which was a military headquarters for the Japanese. They were taken by truck to Rangoon jail (see map 2) Bellingan, Woodbridge, Woodage and Snelling were taken to a forest (presume Kyaukkon Reserved Forest) on the outskirts of Myaungmya and beheaded by the Japanese. The four separated officers were tortured by the Japanese in an endeavour to obtain information. It is understood Snelling, Bellingan and Woodage dug their own graves before they were beheaded. Woodbridge was then told he would endure the same fate unless he divulged information about their mission. His final interrogation took place at the execution site. He refused to provide any information and was beheaded. Woodbridge was awarded the George Cross. This was for supreme courage under torture.

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* Kani * Letpanbin * Thameintaw * Crash site Six survivors travel from Letpanbin to Myaungmya. It is assumed only Bradley and Jeffrey travelled to Bassein from Myaungmya * Adams, Williams & Lowery presumed drowned at sea MAP 1 * Kyaukkon Reserved Forest

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Reverse of this photo reads as follows: Memorial at Myaungmya, Bassein, Burma Erected by MA Khan (Indian Cont.), Flt Sergeant L Bellingan Yogu Quarters, Myaungmya. Flt Sergeant RJ Snelling Photo taken by No.172 War Crimes Flt Sergeant Woodage Investigation Team Flt Sergeant SJ Woodbridge. It is reported that as early as July 1945, an Indian contactor called Khan had gone to the spot where the four prisoners had been killed, unearthed the remains and erected a memorial over new graves. Later the remains were recovered by the Army Graves Organisation and transferred to the military cemetery at Rangoon.

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Bradley and Jeffery's journey from Bassein to Rangoon via Henzada MAP 2

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...the Aftermath...Rangoon to liberation Whilst in Rangoon gaol Bradley and Jeffrey were tortured and interrogated. They suffered the usual deprivations encountered by Japanese prisoners. Lack of food and in many cases food that was almost inedible. They suffered periods of solitary confinement. Jeffrey recalls they were probably better off health wise in the cellblock. Air crew were housed in the compound. On the 26th April at 4pm Bradley and Jeffrey were among the sixteen who joined the air crew for the march out. Reference 5. They marched at night and hid in the woods during the day. Stragglers were dispatched by the Japanese as the column moved on. The march ended after the fourth night having passed through Pegu. In the morning near the village of Waw the Japanese left the prisoners. Their aim was to escape east from the advancing British 14th army. There are several reported dates as to when they marched out of Rangoon. April 25th. Reference 6 April 26th Reference 5 April 27th Reference 7 Maybe the 400 plus prisoners marched out over a few days The 400 so prisoners were now on their own. It was then due to poor intelligence that 3 Indian Air Force Hurricane fighter bombers flew over strafing the prisoners. Brigadier Clive Hobson was killed. It was then contact was made with soldiers of the West Yorkshire regiment of the British 14th Army and they were officially liberated on the 29th April 1945.

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Rangoon Gaol Bradley and Jeffery were held here for over 2 months (possibly about 70 days)

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Five nights of marching from Rangoon to the bridge at Pegu. East of Pegu at the village of Waw the Japanese left the prisoners

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Rangoon gaol WW2 overlaid on current image Courtesy Matt Poole

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Rangoon gaol site today

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Sequence of photos taken of Bradley near Pegu on the 28th April 1945 after Japanese had retreated Archival photos courtesy Matt Poole

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WAR CRIMES TRIBUNAL James Woodbridge (Stanley Woodbridge’s father) attended the War Crimes Tribunal in Rangoon. On Jan 15th 1947 the case against Lt.Col. Murayama Seichi, Lts. Kanno Yasutaka and Okami Hiroshi, Cpls. Joko Hisachi, Katayama Shiro and Tsukamoto Fukuichi was opened. The prosecution was headed by Maj.D.D.Airey. The defence was in the hands of a Japanese lawyer, Ito Toshio with Capt. J.S.C. Gurney–Champion of the Royal Hampshire Regiment assisting. Bellingan, Woodage and Snelling were killed about 8am on the 7th February 1945. Woodbridge was killed approximately 1pm. An interpreter at the trial was also present when the Japanese were interrogating the prisoners in Myaungmya. The defendants were tortured by beatings with bamboo canes, fists and swords in there sheaths. Bellingan, Woodage and Snelling had been forced to dig their own graves. Woodbridge refused to divulge any information and after further extreme torture was duly beheaded. The Japanese argued they were not there at the time of the execution and endeavored to produce alibis. James Woodbridge to his credit scanned the documents and obtained witnesses to verify the Japanese on trial were in fact there, at that time. It is recorded that Bellingan, Woodage and Snelling had to kneel next to the graves they dug and were then beheaded. The bodies were then bayoneted. Woodbridge suffered the same fate later in the day after further torture. On March 21st 1947 a sentence of death was passed on Lt. Col. Mirayama, Lts. Kanno and Okami, and Cpl. Katayama. Mirayama’s sentence was later reduced to 10 years imprisonment. The others were hanged on June 27th 1947. The two other Japanese soldiers involved in the execution received terms of imprisonment. Reference 8

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References: 1. Account of events by Graham Jeffrey 1992 Written for Ivor Smith (12 pages) 2. Circumstantial Report on Liberator BZ 938 “W” and crew missing from Operations 31/1-1.2.45 dated 10 Feb 1945 3. ‘Five Timed Reprieved’1957 Jim Bradley's story told to Wesley P Steelberg AOG Springfield, Missouri 4. ‘One Step Further’Stanley Woodbridge page 58 5. ‘The Rats of Rangoon’Wg/Cdr Lionel Hudson 6. WW2 People's War. An Archive of WW2 Memories gathered by BBC 1939/45 War Experiences of Lieutenant G.F. Gudgeon 7. India – Burma Theater Roundup. Vol III No. 35 (10/05/1945) 8. AIR MAIL May - June 1960

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In search of the crash site As stated in the introduction this trip was planned over a number of years. My brother Ivor who is now 84 years old has since retirement spent untold hours researching the history of‘Wottawitch’and especially the association of our uncle with 159 Squadron. Ivor scoured documents and wrote to every conceivable source to try and discover what actually happened to our uncle. Of course as is the case with Lowery and Adams there was never any final conclusion as to their fate. However in the course of his enquiries Ivor made contact with Jeffrey with whom he corresponded. He has made contact with relatives of those that were killed along with others who had an intimate knowledge of 159 Squadron. This of course led to the involvement of Matt Poole. Matts mothers first husband was killed in 1944 in the crash of a Liberator. Matts research into that crash led to his involvement in investigating many aspects of the war in the China, Burma and India theatre. His knowledge, ability to find information and attention to detail is second to none. This then led to Khine Tun. Khine has always had an interest in WW2 history in her home country and especially the role of the respective air forces. Khines father was a C47 pilot in the Burmese Air Force. Khine took an interest in Wottawitch and visited the crash site area with a colleague in 2005. Khine is the director of CBI Expeditions and routinely takes veterans and other interested parties on guided tours within Burma. I had always maintained an interest in Ivors research and approx 4 years ago we agreed that visiting the crash site would be a further step in understanding the circumstances of the crash of‘Wottawitch’Due to Ivors age and not wishing to leave his wife he felt it not possible to make the journey. It was then I planned to achieve that goal. So the journey began.

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IN SEARCH OF CRASH SITE BZ 938 As told by Khine Tun Glen and I left for Pyapon as planned and on schedule on the morning of January 25th. The road within Yangon city limits was not too bad but it became bumpier and narrower as our vehicle carefully maneuvered its way down south passing buses and big overloaded trucks. Acres and acres of paddy fields were seen on both sides of the narrow road with several fish and shrimp raising farms in between. Glen did not say much on our way out of town. It could be that he was wondering what Pyapon would be like and perhaps thinking if the crash site of Wottawitch (BZ938) could be actually reached. After a short break en route we had reached our guesthouse in Pyapon four hours later. As we checked in, I make a quick call to the family who had assisted me in reaching the alleged crash site of Wottawitch back in 2005. I had already contacted them several times since I had received a note from Glen months and months ago, indicating that he would actually be traveling to Myanmar (Burma) and if I could accompany him back to the crash site. Over the phone, I had requested the family to send two motorbikes to the guesthouse so that we could take off right after lunch. We had a quick lunch nearby and waited for the bikes back at the guesthouse. Tea house en route to Pyapon Road to crash site

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Main street of Pyapon

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Guest house in Pyapon where we stayed. Our transport awaits us!

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View from balcony of our guest house in Pyapon

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IN SEARCH OF CRASH SITE BZ 938 Khine continues In a few minutes, we were on the back of the bikes – on our way to the village of “Letpanbin” where we had hoped to identify the crash site of “Wottawitch”. As it was about 2 pm in the afternoon, it was quite hot as Glen and I steadily made our way towards Letpanbin. As we were riding out, I became somewhat concerned for Glen riding at the back of the motor cycle as we were going on another bumpy, dusty road – and it was hot and humid. During our correspondence by email, Glen had assured me that he had done some ‘traveling’ and that it would not be an issue or problem riding a motor cycle. Regardless, I could not help but be concerned mainly due to the weather. Every now and then, I would turn around to check on Glen and the motor cycle that he was riding on. Photo: Fuel stop on way to Letpanbin village. Khine photographing new constructions following cyclone Nargis

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We travelled from Pyapon to Letpanbin a trip of about 45 mins. Pillion on a motor bike was the most convenient way to get to Letpanbin

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IN SEARCH of CRASH SITE BZ 938 Khine continues An hour passed and we came to a small village called “Kanzeik”. It was located along side a small river and here, we came upon the most unexpected incident. The motor cycle people and I were back and forth discussing that perhaps we would have to continue towards Letpanbin by boat along the river when a young man approached us. He asked where we were heading; obviously he had noticed Glen who was listening to my translation. So I gave him a brief, non-detailed explanation of wanting to reach “Letpanbin” hoping to identify a WWII crash site. The young man’s name was Nyi Nyi Lwin and he was accompanying his mother to visit a relative. They were traveling on their own motor-cycle and had stopped for a brief moment at Kanzeik. What actually had surprised me and consequently I had translated to Glen was the fact that Nyi Nyi Lwin’s revelation to physically know the crash-site we were looking for. He immediately explained how. Nyi Nyi Lwin said his grandfather who is 90 years of age who lives with them had witnessed a ‘big fire ball’ descending from the sky years ago and that he could elaborate more about it and had asked us if we would like to meet his grandfather, U Thar Kyaw. I could not imagine how Glen had felt at that moment after I had explained to him what Nyi Nyi Lwin had told me but I remembered thinking that it was too good to be true.

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IN SEARCH of CRASH SITE BZ 938 Khine continues We obviously accepted his invitation and were graciously led by Nyi Nyi Lwin and his mother zig zagging more paddy fields. Finally, we were in front of their house. Nyi Nyi Lwin quickly went inside while his mother ushered both Glen and I to step inside. A few minutes later, U Thar Kyaw appeared, thin but healthy for a 90 year old man. We had spent about 30 minutes there listening to him. We did not offer any information at first. I personally wanted to be sure if U Thar Kyaw had indeed witnessed the plane crash or if he had heard about it from other sources. Since the event took place about 65 years ago, I did not to lead myself into believing the old guy and wanted to make sure that he had actually ‘seen’ something. Neither Glen or I had indulged in revealing any information pertaining to the crash of Wottawitch but what the old man told us was astounding. The details he offered was as if someone else had recently told him: such as how he saw a ‘big fire ball’, how the earth felt as if a big earthquake had taken place and how fire kept burning for hours and hours. U Thar Kyaw continued to tell us that he had heard later on that the fireball was an airplane and that members of the crew had parachuted out and made it all alive to the ground. He also revealed how the Burmese headman of the village at that time, went to the Japanese to inform about the crew members and consequently they were captured. At that point, I assured Glen that I had not met U That Kyaw in 2005 and was very surprised that he knew a lot about the Wottawitch incident. He said he was a 'bachelor' back then, working with his sisters in the field and had never left the village. Then he asked us, “Would you like to see where the plane had crashed?”

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Khine talking about crash with U Thar Kyaw who is over 90 years

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Khine talking with Ma Kyin Bo the daughter of U Thar Kyaw

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Back: Khine, myself. Front: Hla Hla Nwe (grand daughter), Ma Kyin Bo (daughter), U Thar Kyaw, Nyi Nyi Lwin (grand son)

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Khine continues. A few minutes later we were led by the grandson with our motor bikes crossing some more paddy fields several minutes away from the house. We stopped by a small shack and walked several meters followed by five farmers as I had told them about our ‘mission’ They were fascinated by the fact that Glen had flown all the way from Australia to Burma, travelled by road and on the back of a motor-cycle riding to see an empty rice field where there was once a plane that had crashed. Besides, they have not seen a ‘white’ person walking all over the paddy fields holding a GPS – trying to identify the crash-site. I was not quite sure at first if we were heading in the right direction and had relied on Glen’s GPS where he had recorded the exact coordinates of the “Wottawitch” crash-site. As Glen kept walking, we all kept following him. The locals curiosity level continued to rise as Glen walked back and forth and around, looking at his GPS, checking his bearings for a good half and hour. He then stopped, looked back at us (Glen was walking quite fast) and said he was actually in the radius of the crash-site. I translated that into Burmese for the locals who watched Glen in awe. We then took several pictures of the place, as well as the GPS coordinate as indicated, It took a few moments for the reality to sink in. I translated Glen’s short sermon and had a minute of silence in which every one participated. It was a surreal experience. I watched Glen and the eyes of the locals who were looking at Glen while I answered the many questions they had and commenting how brave Glen was to travel all the way to Burma. Most locals believe without any exception that many places outside of Burma are without a doubt, far better than where they live. We rode along paddy field levees Actually we bounced along!

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My Notes: After spending time with U Thar Kyaw and his family the farmer took us by motor bike to the crash area. He then took us to what he believed was the crash site. Remember this is 65 years after the event and the current farmer was not born at that time. His position did not match the coordinates from the original investigation of the 5th January 1946 carried out by Derek Waite. Waites coorinates were 16 deg 03 min N 95 deg 41 min E Waites coordinates corresponded very closely with the coordinates given to me by Matt Poole. These coordinates were of the centre point of a burn zone taken as wartime imagery. Remember nothing grew in the area for years as the soil would have been saturated with aviation fuel. We then followed the GPS coordinates given to me by Matt and went to another spot a short distance away. This spot to the best of our knowledge is the spot where‘Wottawitch’crashed. There is nothing to see at the crash site. Over the years the hole left by the crash has disappeared. Remember this a flood plain and is cultivated and flooded annually. We then held a small memorial for those that perished.

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* Crash site High definition imagery of crash site Imagery courtesy Matt Poole

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This gives a perspective of the crash site and its proximity to the coast. Remember Jeffery landed on the beach.

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Derek Waites visit to crash site on 5th Jan 1946 established the crash location as being 16 deg 03 min N 95 deg 41 min E A decent approximation of the lat/long of the burn zone centre point is 16 deg 03 min 00 sec N 95 deg 40 min 39 sec E (as seen on the GPS as location) This burn zone was taken from wartime imagery sourced by Matt Poole. From the GPS it can be seen it is being held in an almost identical position under lat/long coordinates. Remember there is always some satellite variance and is accurate to around 10-15 feet

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Imagery of crash site burn zone. It can be seen the burn area has been partially contained within the paddy field check banks. Courtesy: Matt Poole

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Standing on crash site looking north Note the whole area is rice paddy fields and being the dry season is covered in rice stubble

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Standing on crash site looking south

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Standing on crash site looking east

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Standing on crash site looking west

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Reading memorial at crash site.

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Memorial read at crash site PILGRIMAGE TO WOTTAWITCH CRASH SITE 25TH January 2010 Present Glen Smith (nephew of Arthur Williams) Khine Tun (Director CBI Expeditions) Two Motor Bike Riders Two Local Farmers We are gathered here south of Letpanbin in the Irrawaddy delta 65 years after the crash of Liberator BZ 938. We are here to visit the crash site and remember those that dedicated and gave their lives on that fateful mission. BZ 938 left Digri Air Base in West Bengal at 15:24 hours on 31st January 1945 and on best evidence was shot down by Japanese night fighters in the early hours of the 1st February 1945. The crew were instructed by the pilot to bail out. Three of the crew were never heard of or seen again. They being W/O Arthur Roland Williams (W/Op/Air Gunner), F/Sgt. Les Adams (Tail Gunner) and F/O William Lowery (W/Op). F.Sgt. Leslie Belligan (2nd Pilot), F.Sgt. Robert Snelling (F/Eng.), F.Sgt. John Derek Woodage (W/Op/Air Gunner) and F.Sgt. Stanley James Woodbridge (W/Op./Air Gunner)) successfully bailed out and subsequently were captured then beheaded by the Japanese. Sqn. Ldr.James Bradley (Pilot) and Flg. Off. Graham Jeffrey (Nav.) were captured by the Japanese and subsequently released as POW’s at wars end. We reflect on the sacrifice of these men who went to serve in WW2 with the aim of preserving the freedom of all men. Especially we remember those that lost their lives as a consequence of the crash and those at the hands of the Japanese. We can only guess the extent of the suffering these men endured. After 65 years we are here to remember and pay homage to those brave souls. They may have left us but they will never be forgotten. We give thanks for the lives they gave so that all men could be free. May they be at peace. Our hope and payer is that all men should be free from the tyranny of occupation and oppression A minutes silence

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Two bike riders and two local farmers who shared in the memorial

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Crash site looking east – line of trees in the distance is the coast line. The Bay of Mataban beyond, the most likely resting place of Williams Lowery and Adams

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Buddhist Pagoda in Letpanbin. Buddhism plays a significant role in the life of the Burmese people

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The village of Letpanbin where the men were taken after the crash. Here they were given food and negotiated to obtain a boat

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Village of Letpanbin

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The Japanese would have transported the prisoners to Pyapon on such a waterway

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Khine asking directions of two women in Letpanbin

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Typical house in Letpanbin

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Crossing the river at Letpanbin. The motor bikes were taken over in a boat

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The children were somewhat fascinated with my visit

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This waterway in Letpanbin as you can see is very tidal. We were here in the dry season. Almost impossible to travel in the‘wet’

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Leaving Letpanbin and crash site and returning to Pyapon. Our visit to crash site has ended. We achieved our goal of identifying the crash site and paying our respects to those that died. A fascinating journey. Sorry for photo quality. Taken over shoulder of rider while scooting along. Post script: I must mention the kindness shown by U Thar Kyaw and his family. Not only did they invite us into their home but also provided us with some food. They asked if we might stay for a meal. Also asked that we might return one day and stay with them. The friendliness and kindness displayed was genuine. For those with little they had much to give. A lesson and a fond memory for me.

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RANGOON WAR CEMETERY Bellingan, Woodbridge, Woodage and Snelling were first buried at Myaungyma. Later their bodies were recovered and interred at the Rangoon War Cemetery.

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Rangoon War Cemetery 1381 Commonwealth servicemen are either buried or commemorated here

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The Cross of Sacrifice Rangoon War Cemetery

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Stone of Remembrance Rangoon War Cemetery

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Standing behind the headstones of Bellingan, Woodbridge, Woodage and Snelling

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Let me close by saying this trip was a great adventure and an emotional one at that. Because of the time constraints due to available facilities, we had little time to ponder as we visited the crash site. It was later such as sitting on the bank of the Irrawaddy river as mentioned in the introduction that the significance of this journey became real. I might say even after returning to Australia I often reflect on this pilgrimage. I feel privileged to have made this trip. I trust those that see this will get a feel for the event that occurred 65 years ago. Let me conclude by allowing Khine in her comments to capture the essence of this journey. ‘Personally, I find it fascinating to travel with people like Glen whose family is trying to find closure to an event that had taken place many years ago, during a war that took place on this side of the planet. Often described as ‘The Forgotten War’. Wars may be forgotten but I feel privileged to be of assistance and be there at those special moments’

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...for those who care to remember My apologies for any errors that may exist in the content. This documentary of my visit I trust will reflect the sense of fulfillment I have gained from embarking on this journey. For myself who never met my uncle (I was 9 months old when he died) it has given me some sense of his life, short as it was. I am sure there are relatives who will feel the same as myself. Their lives were cut short and we that were left never had the opportunity to get to know them. We can but reflect on what might have been. They died in the hope that men might be free from occupation and oppression. Countries are still occupied and peoples still oppressed today. May be we that are left have failed to live up to their expectation.

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.......should security improve in the future I would like to complete this journey by visiting the remnants of Digri Air Base in West Bengal. But for the moment...this journey ends. The sun rising over the Irrawaddy River

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APPENDIX A. Kranji War Memorial, Singapore B. Article appearing in Myanmar Times (note article published on the 1st February 2010, 65 years to the day that‘Wottawitch’crashed. C. Article appearing in the Melbourne Sun Herald

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KRANJI WAR CEMETERY On my return home from Burma I stopped over in Singapore to visit the Kranji War Cemetery. Kranji War Cemetery is dedicated to the men and women of The United Kingdom, Australia, Canada, Sri Lanka, India, Malaya, the Netherlands and New Zealand. It is the only place where there is a memorial to my uncle Arthur Williams outside of the Australian War Memorial in Canberra. His name along with that of Adams and Lowery appear on the Memorial Walls of Remembrance. Their names are recorded here along with over 24,000 others whose bodies were never recovered. There is a synopsis of the Air War in S.E. Asia. I trust this can be read. Needed to photograph at an angle due to refection from the brass plaque. The cemetery is immaculately maintained by the War Graves Commission APPENDIX A

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Kranji War Cemetery entrance

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War Cemetery Pillars of Remembrance

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One of the Memorial walls

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ARTHUR ROLAND WILLIAMS 29th December 1910 – 1st February 1945

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Entry in register at memorial wall

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LESLIE ADAMS 1910 – 1st February 1945

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Entry in register at memorial wall

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WILLIAM JAMES JOHN LOWERY 1917 – 1st February 1945

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The Cross of Sacrifice

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View from Memorial pillars towards entrance

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The next two pages contains an article written by Thomas Kean (Australian Editor of the English Edition of Myanmar Times) Thomas has taken a particular interest in WW 2 activities in SE Asia. He was instrumental in having an article published in The Melbourne Sun Herald. (see following pages). My apologies for the smallness of type. APPENDIX B

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APPENDIX C

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How better to conclude than with one last look at the sun rising over the mystical Iwwawaddy River