The 'Civilian' British Aircraft That Bombed Three Continents

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[00:00:00]The 7th of August 1942, Burglarab landing ground, Egypt. The temperature on the dustblown apron is over 40° C. A Bristol Bombay serial L5814 of 216 Squadron RAF sits with both Pegasus radial engines idling. The pilot is Flight Sergeant Hugh James, known to his friends as Jimmy. He is 19 years old. He has been on the squadron for 6 months. He has flown the high-winged fixed undercarriage transport over half of North Africa. His regular cargo today is 14 wounded men. Stretcher cases being flown back from the desert to the base hospital in Cairo. The aircraft is rigged for casualty evacuation, but there is one additional passenger this afternoon. A left tenant general named William Henry Uert Got. 2 days earlier, Winston Churchill, then visiting Cairo, has personally selected Got to take command of the Eighth Army and beat Irwin Raml. The young pilot in the left-hand seat has no idea who is climbing into the cabin behind him. The general greets him politely and says, "Don't worry about me. I'll sit anywhere." 16 minutes from now, two Messid fighters of five staff, Yagtesh Vader, 27, will find this aircraft at less than 10 m above the desert floor.

[00:01:14]Both Pegasus engines will be shredded.

[00:01:16]The Bombay will belly land in open sand.

[00:01:18]The fighters will turn around and strafe it on the ground. The aircraft will burn. The general will die trying to free other passengers from the burning fuselage. Nine other men will die with him. The young pilot will survive scarred and will argue with Air Ministry historians for the next 60 years about what really happened. In London, the prime minister will scratch out God's name and write in another. The new commander of the eighth army will be Bernard Montgomery. And the obsolete civilian-looking transport that carried a general to his death will fly on to Iraq, to cite, to Malta, to Sicily until the last of them is scrapped in 1944.

[00:01:54]This is the story of the Bristol Bombay, the airliner that went to war on three continents. To understand how a transport that looked like a peacetime airliner ended up in the air over the western desert with a senior British general on board, you have to go back to the 1930s to a doctrine that no other air force in the world embraced quite so completely and to a category of aircraft that the Royal Air Force more or less invented then ran into the ground. The doctrine was called air control. Its inventor was Marshall of the Royal Air Force Hugh Trenchard. The theory was simple. Across the British Empire in places like Iraq, Aiden, the Northwest Frontier, and Somali land, garrisons of British and Indian infantry could be replaced in part by squadrons of biplane bombers. A handful of aircraft could police a vast area at a fraction of the cost of ground troops. They could bomb rebellious villages. They could ferry political officers across deserts. They could resupply isolated outposts. And they could move troops quickly from one trouble spot to another. The aircraft that did most of this work in the 1920s and into the 1930s was the Vicar's Valencia. It was a fabric covered biplane with two Bristol Pegasus engines, an open cockpit, and a maximum speed under 90 mph. It could carry 22 troops. It looked like something from the trenches of the First World War because in effect it was. By 1931, the Air Ministry knew the Valencia was approaching obsolescence. The monoplane revolution had begun. The Air Ministry wrote a new specification designated C26/31.

[00:03:24]The requirement was for a twin engineed all-metal monoplane bomber transport that could carry 24 fully equipped troops or 2,000 lb of bombs or 3 tons of freight. It needed to operate from rough desert strips. It needed a range of around 900 m, and it needed to do all of this while also serving as a heavy bomber if required. That phrase bomber transport captured something peculiar to British military aviation. No other air force in the world built a category of aircraft designed deliberately to be both. The Germans had the Yners U52 used as a transport that could be pressed into bombing service, but they did not build it that way from the start. The Italians had the Seavoya Marchetti SM81 similar in concept, but the British were the only nation to write a specification that said, "In essence, build us one aircraft that does both jobs and does them equally well." The companies that responded were Bristol, Armstrong Witworth, and Handley Page. Bristol's design was given the internal type number 130. Armstrong Witworth offered the AW23.

[00:04:26]Handley Page submitted the HP-51. The Bristol design would win the contract.

[00:04:31]The Handley Page entry would evolve into the Harrow Heavy Bomber. The Armstrong Witworth, losing entry, would have its remarkable box sparwing transferred almost unchanged to a far more famous bomber called the Whitley. Bristol's chief designer at the time was Frank Barnwell, the Scotsman who had given the Royal Flying Corps the Bristol F2B fighter in 1916 and had been chief designer at the firm since 1914.

[00:04:54]Barnwell was a mathematician, a glider builder, and one of the most respected aircraft engineers of his generation. He would die flying a light aircraft of his own design in August 1938 before the bomber transport that bore his stamp entered production. The Bristol Type30 was an unusual machine even by the standards of its day. The fuselage was a deep rectangular box 10 ft from floor to ceiling with windows along both sides that gave it the look of a small airliner. A high-mounted wing of 95 ft 9 in span sat on top of the fuselage. The undercarriage was fixed, fed into trousers, and bolted not to the wing, but to the engine cells. The tail had twin fins and rudders set in board of the tips. From a distance, it looked like the kind of aircraft a regional airline might fly into a grass strip in Barkshshire. From up close, it looked like a working military aircraft built like a battleship. The most interesting story behind it is the wing. It was not Barnwell's work. It was the work of an engineer named Harry Pollard who had been wrestling with monoplane wing design at Bristol for nearly a decade.

[00:05:56]The reason this matters is a forgotten disaster called the Bristol Bagshot. The Bagshot was a twin engine monoplane fighter prototype that first flew in 1927. It had a high-mounted wing with conventional internal bracing. On its early test flights, the pilots discovered that when they tried to roll the aircraft, the wing itself twisted and the controls did the opposite of what was intended. The phenomenon is called Eeron reversal. The bagshot was scrapped. Pollard who had worked on its wing became obsessed with the problem.

[00:06:26]He spent the next 9 years designing a monoplane wing strong enough that aileron reversal could not happen. What he produced for the new type was extraordinary. It had seven main spars, not the usual two. It was a multi-ellstressed skin structure built from alclad, a corrosion resistant aluminium alloy. The wing was so stiff that it could be jacked up at the center and the aircraft fully loaded could hang from it without distortion. It was also heavy, heavier than rival designs. But the Royal Air Force was willing to pay the weight penalty for a wing that would never fail. The other design choices reflected the colonial poling mission.

[00:07:01]The fixed undercarriage saved weight and complexity and removed one mechanism that could fail in dust and sand. The highwing maximized cabin volume below it, allowed troops to enter through a large door on the port side, and lifted the propeller arc above debris kicked up from rough strips. The two Bristol Pegasus engines were chosen because Pegasus spares were already stockpiled across the Empire in workshops at Karachi and Kartum and Habania. The aircraft was designed to be self-sufficient. A spare engine could be loaded into the cabin, flown to a remote landing ground, and changed in the open desert using a built-in overhead hoist beam that ran the length of the fuselage roof. The prototype serial K3583 made its first flight from Filton near the city of Bristol on the 23rd of June 1935.

[00:07:47]The test pilot was Sirill Euins. Trials at Martlesam Heath confirmed that the aircraft handled well, had unusually benign stall characteristics, and met or exceeded the specification on every count. The Royal Air Force gave it the name Bombay. The Air Ministry ordered 80 production aircraft in July 1937. But there was a problem. Bristol's factory at Filton was already running flat out building the Blenhan light bomber, the priority program of British Rearmament.

[00:08:13]There was no spare capacity at Bristol to build the bomber transport 2. So the contract was given to a new firm called Short and Harland, a joint venture between the established flying boat builder Short Brothers and the Belfast ship builders Harland and Wolf. A new factory had to be toled up at Belfast specifically to produce the type. The delay was significant. The first Belfast built aircraft serial L5808 did not fly until March 1939. By that point, the original order had been cut to 50 airframes plus the prototype, 51 in total. The reasons were mundane. The Pegasus engines were urgently needed elsewhere. Pollard's seven spar wing was unusually complex to build. And although the air ministry would not say so officially, the bomber transport concept was already being overtaken by the Wellington and the Whitley as bombers and by the Loheed Hudson as a transport.

[00:09:01]The Bombay was obsolescent on the production line. The numbers on the production aircraft designated Bombay Mark1 were modest. Two Bristol Pegasus 22 radial engines, each rated at around 890 horsepower, a maximum speed of 192 mph at 6,500 ft. A range of 880 mi on internal fuel or 2,230 mi with a fuselage longrange tank fitted and a stalling speed of just 42 mph, lower than almost any other aircraft of its size and weight, a direct consequence of Podard's extraordinary high lift wing.

[00:09:37]The crew was three or four. The defensive armament was 2.303 in Vicar's machine guns, one in a powered nose turret and one in the tail. The bomb load was 2,000 lb, normally eight bombs of 250 lb each on external racks under the fuselage. The passenger cabin could carry 24 fully equipped troops or 10 stretcher cases plus medical attendants or about 3 tons of cargo. The first Bombay arrived in Egypt in September 1939. They went to 216 Squadron at Helopoulos just outside Cairo. The squadron was already flying Valencia and would fly both types in parallel for 2 years. Quick word here. If you're enjoying this deep dive into British military aviation, hit subscribe. It takes a second, costs nothing, and helps the channel grow. Now to combat, Italy declared war on the 10th of June, 1940.

[00:10:26]Within hours of the announcement, the Bombay of 216 Squadron were flying their first wartime sorties. They were not at this point being used as transports.

[00:10:35]They were among only four heavy bomber squadrons available to Middle East command. The Wellington had not yet reached Egypt. Biplane types like the Vincent and the Hawker Hardy made up most of the rest of the bomber force.

[00:10:46]The Bombay as the most modern aircraft available was sent against Italian targets in Libya, in Eratraa, in Italian Somaliand and in Abbiscinia. The bombing missions were night sorties. The aircraft would lift off from Egyptian or Sudanese airfields after dark, climb to medium altitude and drop their eight 250lb bombs on Italian airfields and supply dumps and troop concentrations.

[00:11:09]Some crews, unwilling to land with auxiliary munitions still aboard, threw 20 lb anti-personnel bombs out of the cargo door by hand. The defensive armament was so light that the aircraft were vulnerable to Italian fighters in daylight at night against the obsolescent Fiat biplane fighters that made up most of Italian East Africa's air defense. The Bombay was effectively safe. This was supplementary bombing, not strategic. The heavy lifting in the East African campaign was done by the Vicar's Welssley, a singleengineed geodetic monoplane with extraordinary range flying from bases in Sudan. The Bombay added to the pressure, but it did not win the campaign. By the time Italian East Africa surrendered in May 1941, however, the type had earned its place in the order of battle and it had been blooded across most of the Horn of Africa. By the end of 1940, the Wellington had arrived in numbers in Egypt, and the Bombay was relieved of its bomber duties. It returned to the role it had been designed for, transport, resupply, casualty evacuation. The Western Desert proved to be a near-perfect environment for an aircraft built to operate from rough strips. Crews flew troops and stores up to forward airfields. They flew the wounded back to base hospitals in Cairo and Alexandria. During the siege of Tbrook in 1941, they ran supplies into the perimeter. In June 1942, one aircraft flew ammunition and water to the free French garrison, holding Beer Hakeim on the southern flank of the 8th Army line at Gazala. The garrison held for 15 days. It bought General Ocean the time he needed to fall back to Alamne.

[00:12:40]There is one operation that has to be told carefully because of the myths attached to it. Iraq. On the 1st of April 1941, a proaxis politician named Rashid Ali al-gani seized power in Baghdad. The British still held two major air bases in Iraq under treaty rights. The largest was RAF Habania 50 mi west of the capital. On the 2nd of May, Iraqi forces occupied the plateau overlooking Habania and the siege of the base began. You may have read or heard that during this crisis, British paratroopers were dropped into Iraq by Bristol Bombay to relieve the besieged garrison. This is not what happened. The Royal Air Force did not yet have an operational paratroop capability in 1941.

[00:13:22]What the Bombays of 216 Squadron actually did was airland an entire company of the Essex regiment at a desert pumping station designated H4 on the Iraq Trans Jordan border where the men joined a relief column called King Cole commanded by Brigadier Joe Kingston. King Cole then drove overland to Habania. Other crews flew supplies into the besieged base itself. Later in the month they alanded another company at a position northeast of Baghdad to cover the road to Fallujah. The official history of the war in the air for the period. Royal Air Force 1939 to 1945 confirms that the Essex Regiment Company was flown into theater by 216 squadron from LA in Palestine. By the end of May, Rasheed Ali had fled and a friendly government was back in power in Baghdad.

[00:14:06]The aircraft had not dropped a single parachutist, but they had moved an entire infantry company from Palestine to the Iraqi border in a matter of hours. At a moment when every hour counted, their three-tonon payload and their ability to land on a graded desert strip with no facilities at all was in this campaign more valuable than any paratroop drop could have been. That with the supplies flown into Habania and the second company air landed near Baghdad is what put the Bombay on the second continent. The first time the type did drop paratroopers anywhere in the world came 6 months later. It was the night of the 17th of November 1941.

[00:14:43]Five Bombay of a flight 216 squadron lifted off from Beush in Egypt carrying 65 men of a brand new and entirely unproven army unit called L Detachment Special Air Service commanded by a Scottish Guardsman named David Sterling.

[00:14:58]The mission cenamed squatter was to drop the men deep behind Axis lines north of the Gazala escarment to attack Luftvafa airfields on the eve of operation crusader. Conditions over the target were dreadful. A force 8 gale was blowing across the desert. The pilots could not find their drop zones. One aircraft was caught by anti-aircraft fire and forced down behind enemy lines.

[00:15:21]The pilot, flight leftenant Charles West, was badly wounded. His co-pilot was killed. The SAS men aboard were captured. The other four aircraft made their drops as best they could. Of the 65 SAS men who jumped, only 22 returned.

[00:15:35]The first ever SAS operation was a near total disaster, but it convinced Sterling that the principal was sound.

[00:15:42]The unit was rebuilt. Within a year, it was the most feared raiding force in the desert. Captured Luftvafa signal traffic intercepted by British codereakers shows that the Germans took the sort seriously enough to escalate it personally to the core commander. One signal from Fleer Fiora Africa dated the 18th of November identified that the downed aircraft belonged to a flight of 216 squadron and that a sabotage operation against Gazala was planned. The Germans had pinned down the squadron, the flight and the mission within 24 hours. Then Europe, the third continent. On the 2nd of May 1941, two Bombay of 216 squadron flew from Helopoulos to Malm airfield on Cree.

[00:16:23]There they collected King George II of the Helens, the Crown Prince Paul, and members of the Greek royal household who had fled Athens ahead of the advancing Vermack. The aircraft flew the royal party back to Alexandria, then onto Cairo. Less than 3 weeks later, Cree itself fell to a German airborne invasion. The Greek monarchy spent the rest of the war in Cairo and London.

[00:16:45]They came out on a Bristol Bombay.

[00:16:47]Throughout 1941 and 42, the squadron ran the perilous route between Egypt and besieged Malta. They carried mail personnel, ammunition, and most usefully of all, spare a engines for the Huracans and later Spitfires defending the island. The overhead beam in the fuselage designed for changing the type's own Pegasus engines in the desert could just as easily slide a Rolls-Royce Merlin out of the cabin and lower it onto a trestle on the apron at Luca. One aircraft serial L5811 was lost in January 1942 shot down by anti-aircraft fire near Zus during a desert ferry leg. But the regularity of the supply was for Malta often the difference between operational fighters and grounded ones. Malta technically European soil of the crown became the third continent in the operational diary. In early 1943, the surviving Bombay of 216 Squadron were transferred to a new unit, number one air ambulance unit of the Royal Australian Air Force.

[00:17:42]They were stripped of their bomb racks and fitted with 10 stretchers each. From bases in Tunisia, they flew across the Mediterranean to Sicily, to mainland Italy, and to the Anzio beach head. They evacuated wounded soldiers, fied nursing sisters into forward field hospitals, and shuttled urgent medical supplies across the line. One aircraft was damaged by Allied anti-aircraft fire over Italy when its red cross markings were mistaken for Luftvafa identification. Another was wrecked by high winds at Barry in February 1944.

[00:18:12]The last operational Bombay were withdrawn from medical work in early 1944. That leaves the death of a general. By August 1942, the 8th Army had been driven back to the Alamin line.

[00:18:23]General Alench had stopped RML in the first battle of Alamin in July, but he was exhausted and Churchill was looking for a new commander. The prime minister flew to Cairo, conducted a personal review of the senior officers available and selected Lieutenant General William Henry Uert Got, then commanding 13 Corps. Got was a popular figure with the troops. He was known to be tired, but Churchill thought he had the offensive spirit the army needed. On the 7th of August 1942, got boarded Bombay L5814 at Burgalarab landing ground for the flight back to Helopoulos. The aircraft had been used as a regular shuttle by 8th Army headquarters. The route was considered safe. It ran roughly southeast across friendly territory.

[00:19:03]What the crew did not know was that a flight of Messmitt BF109s from Five Stafle Yaggeshva 27 had penetrated unusually deep into the British rear that afternoon. The leader, a young Lufafa pilot named Burn Schneider, cited the lone transport flying at low level.

[00:19:21]He attacked from a stern. Both Pegasus engines took hits. Flight Sergeant Jimmy James made a wheels down crash landing in open desert. The aircraft came to a stop intact. The crew began to help passengers out through the rear door.

[00:19:34]Then the messes came back. They strafed the grounded aircraft on the ground and set it ablaze. Got who had survived the crash was killed trying to free other passengers from the burning fuselage. 10 men died in total. Jimmy James survived.

[00:19:48]Schneider claimed the kill as his second confirmed victory. Decades later, his wingman, Emil Caid, would publish his own account in a German fighter tactics book, confirming the action and vindicating Jimmy James, who had spent 60 years arguing with air ministry historians about exactly what had happened. In London, Churchill received the news at 3:00 in the morning. He summoned General Brookke. He scratched Got's name out of the appointment. He wrote in another name, Bernard Montgomery. 3 months later, Montgomery would win the second battle of Alamagne.

[00:20:21]It is a strange thing to consider that the line of succession at the head of 8th Army at a critical point in the war turned in part on a single transport with two machine guns being caught at low level by two fighters over an empty stretch of sand. By the middle of 1943, the Douglas Dakota had arrived in numbers in Egypt. It cruised 20 mph faster than the Bombay. It carried 28 troops to the older types 24. It had retractable undercarriage and superior single engine performance. The Bombay was now genuinely obsolete in a way the Royal Air Force could no longer afford to ignore. 216 Squadron flew its last sorty on the type in June 1943. Number one air ambulance unit continued operations until February 1944.

[00:21:05]A handful of airframes flew on with second line units in North Africa until August. The last three production examples L5844, L5845 and L5851 were withdrawn from service and scrapped that winter. No complete Bristol Bombay is known to survive today. As far as published preservation records go, none of the 50 production machines or the prototype was preserved intact. The type that flew Greek royalty out of Cree, supplied Birhakim, dropped the first SAS into Libya, a landed troops to relieve Habania, fied Merlin engines to besieged Malta, and carried a general to his death, has no known surviving example.

[00:21:43]But the operational record, when you set it out plainly, is remarkable. Across roughly four years of war, the 50 production aircraft and one prototype scattered across half a dozen squadrons, but concentrated in 216, bombed Italian forces in East Africa, dropped the first British paratroop force into combat, a landed an infantry company to break the siege of Habania, supplied Tobuk and Beerhake, evacuated the Greek royal house from Cree, ran spare aero engines into Malta, carried eighth army wounded back from the desert, evacuated casualties from Sicily and on the Italian mainland and in one afternoon over the western desert took out of the war the general Churchill had just chosen to lead the eighth army. Three continents, Africa, Asia, Europe from an aircraft that looked like a peaceime airliner with a fixed undercarriage, two machine guns, and a top speed that a contemporary huracan pilot would consider sedate. It was not the war winner. It was not the most famous British aircraft of the war. It does not appear in any film. There is no walkound for it at any British museum. The Huracan has its memorial flight. The Spitfire has its iconography. The Lancaster has its postage stamps. Even the Swordfish, that other improbable British survivor, has a preserved example at Yilton. The Bombay has nothing that the public is invited to walk around today. But for the board corporals and tired generals and shivering SAS men who climbed into the back of a high-wing twin to be flown across a desert or a sea or a mountain range, the airliner that went to war was for a few unphotographed years exactly the aircraft they needed. That is its quiet, useful, almost forgotten legacy.

[00:23:23]The 50 production machines and one prototype that were built were used up entirely. They left no monument. They are the closest thing British aviation has to an honest workhorse. The kind that simply does what is asked of it and is then sold for scrap because no one thought to preserve one. There is perhaps something deeply British in