The superb Second World War B.E.M., American D.F.C. group of six awarded to Wellington and...

The superb Second World War B.E.M., American D.F.C. group of six awarded to Wellington and Lancaster Air Gunner Sergeant, later Squadron Leader J. Purcell, 218 (Gold Coast) Squadron, Royal Air Force, who was originally recommended for the George Medal as a result of his gallantry in saving his pilot’s life from a stricken and sinking aircraft off the Suffolk Coast, 2 September 1941, despite suffering from severe burns himself. The latter being Purcell’s introduction to operational flying, and resulting in three days adrift in a dinghy. He qualified for the “Gold Fish Club” again on only his third operational sortie - when his aircraft was forced to ditch off the Norfolk Coast, this time returning from a raid on Emden, 26 November 1941. Purcell went on to take part in the “Thousand Bomber Raids” to Cologne and Bremen, prior to flying with 156 Squadron as part of Pathfinder Force, November 1944 - April 1945. In all he flew in at least 48 operational sorties during the war British Empire Medal, (Military) G.VI.R., 1st issue (1169029 Sgt. Jack Purcell. R.A.F.) contact mark over part of unit; 1939-45 Star; Air Crew Europe Star, 1 clasp, France and Germany; Defence and War Medals 1939-45, with M.I.D. oak leaf; United States of America, Distinguished Flying Cross, unnamed as issued, mounted on card for display, generally very fine (6) (6) £2,000-£2,600 --- Provenance: Dix Noonan Webb, December 2007 (when sold without the D.F.C.) B.E.M. London Gazette 6 January 1942. The original recommendation (for a George Medal) states: ‘Sergeant Purcell was the front-gunner of an aircraft which, whilst carrying out an attack on Ostend, received a direct hit from heavy anti-aircraft fire. Although an attempt was made to bring the aircraft back to England, it eventually crashed in the sea some ten miles off Orfordness. On impact the captain was thrown down into the bomb compartment but, after being submerged in 15 feet of water, he eventually escaped, in semi-drowned condition, through the broken off tail of the aircraft. Sergeant Purcell, who was suffering from burns about the face and hands, had helped the captain to climb out of the wreckage and then supported and encouraged him for about half an hour until it was possible to reach the dinghy. In spite of the captain’s continual suggestions that Sergeant Purcell should leave him and get to the dinghy himself, the Sergeant refused to do so. There is little doubt that the captain’s life was saved as a result of the determination and bravery shown by Sergeant Purcell. He subsequently displayed courage, cheerfulness and powers of endurance during the three days which the crew spent floating in the dinghy.’ M.I.D. London Gazette 8 June 1944. United States of America, Distinguished Flying Cross London Gazette 14 June 1946. The original recommendation states: ‘Flight Lieutenant Jack Purcell has displayed exceptional zeal in operations. His first tour of duty was full of hazard and on two occasions his aircraft was forced to alight on the sea, after which this officer spent 74 hours on the first occasion and two hours on the second in his dinghy. He has also been involved on several occasions in combat with enemy aircraft, and on the 16th July 1942, at Lubeck the engagement with two ME 110’s lasted 17 minutes. Other fighters also attacked and a Ju. 88 is claimed as destroyed and a ME 110 was damaged. Flight Lieutenant Purcell has flown on many operations in support of the U.S.A.A.F. and has shown practical co-operation at all times which has proved of great mutual value.’ Jack Purcell was born in Clapham, London in May 1920 and enlisted in the Royal Air Force in July 1940. Qualifying as an Air Gunner in the following year, and having attended No. 11 Operational Training Unit, he was posted to 218 (Gold Coast) Squadron, a Wellington unit operating out of Marham, Norfolk in August 1941. And his introduction to the perils of operational flying were swift, his aircraft being compelled to ditch on his very first sortie, an attack on Ostend on 2 September 1941. 218 Squadron’s Operational Record Book gives further detail: ‘Nothing was heard from this aircraft after it left base. The entire crew were posted as missing. Later it appeared that the aircraft had come down in flames over the sea, nose first, as a result of being hit off Ostend. The pilot’s cockpit was about ten feet under water, the only part of the aircraft not on fire. Squadron Leader Gibbs, D.F.C., struggled to get out of the pilot’s escape hatch but it was jammed. After various things seeming to fly past him and very weak as a result of trying to hold his breath in between the intervals of taking in water, he found he was too weak to open the astro hatch when he located it. Eventually, after what seemed like an age, he found a break in the fuselage, where the Sergeant Front Gunner [Purcell] was just getting through. They struggled out and the Sergeant tried to blow up the Squadron Leader’s flotation jacket with his mouth, but he could not manage it. The Squadron Leader cannot remember getting into the dinghy, his only memories being an endless moment in which he had his head under water for what seemed like an eternity. For three days and nights the crew drifted. On the first morning they heard a bell buoy, but the tide swept them past it. They rationed their supplies. On the third day they could see buildings and could hear trains but they were still being washed in and out by tides. Eventually, they were washed ashore near Margate. For four of the crew, including the Front Gunner, this was their first operational flight. It was Squadron Leader Gibbs’ 36th raid.’ No doubt as a result of the burns he sustained, Purcell did not fly again until 4 November 1941, when he was once more detailed to attack Ostend. Then on the 26th of that month, in a raid against Emden, in Wellington Z.1103 A, piloted by Sergeant Helfer, he had the unhappy experience of a second ditching. 218’s Operational Record Book again takes up the story: ‘Bombed Emden, 10th/10th cloud, N.A.P. sent. Flak from Islands when returning. A fuel check was taken by the Navigator, the gauges showing 130 gallons in tanks. D./R. position from coast - 100 miles. In 15 minutes the loss of 50 gallons showed on the fuel check, now only 80 gallons in tanks. As the coast was not reached by E.T.A., the captain decided to come down to 3,500 feet. The aircraft flew at this height for some while and not seeing coastline the captain asked for a priority fix at 10.21 hours. This showed him to be 100 miles from the coast. The nacelle tanks had been pulled on some 20 minutes before the prioriy fix was received. The W./T. receiver was now U./S and no bearings could be received, but the transmitter could be used and so an S.O.S. was sent at 22.30 hours, as it appeared doubtful whether it would be possible to reach the coast. The coast was reached at 10.55 hours and searchlights pointing west along the coast were seen and a green Very light was fired from the ground. We turned west and flew along in the direction of the searchlight. The engines started spluttering and the captain decided to land on the water as near the coast as possible. The reason the captain decided not to land on the beach was because of the possibility of it being mined - and it was! Prior to landing on the sea the containers were jettisoned and the flotation bags pulled. The dinghy inflated automatically. The aircraft sank within five minutes. All of the crew successfully got into the dinghy and cut it adrift with the knife provided. Immediately one marine distress signal was let off. The crew drifted for about two hours. The crew then saw a light flashing on the w...