ASN Wikibase Occurrence # 161511
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| Date: | Friday 6 April 1945 |
| Time: | 12:00 |
| Type: | Martin Baltimore Mk IV |
| Owner/operator: | 5 FU RAF |
| Registration: | FA615 |
| MSN: | |
| Fatalities: | Fatalities: 0 / Occupants: 2 |
| Aircraft damage: | Destroyed |
| Location: | near airfield Jiwani, Brit. India -
 Pakistan
|
| Phase: | Approach |
| Nature: | Ferry/positioning |
| Departure airport: | RAF Sharjah, United Arab Emirates |
| RAF Jiwani, Pakistan |
Baltimore IV FA615;
Collided with RAF Grumman F6F-3 Hellcat JX773 while carrying out approach to Jiwani in dust storm April 6 1945; Hellcat belly landed; pilot slightly hurt but a/c was write-off.
Crew:
W/O FRASER (pilot) RAF - inj.
W/O (548082) David Rex Aubrey PONTET-PICCOLOMINI (nav.) RAF - inj.
The crash of 6 April 1945
Between a Baltimore IV FA615 (5 Ferry Unit RAF) and Hellcat JX773 (RAF)
On 6 April 1945 Rex, then a Warrant Officer (WO) serving with 5 Ferry Unit, was navigator of a Baltimore IV FA615 piloted by WO FRASER who had been tasked to lead a convoy of six Hellcats from Sharjah (in the Persian Gulf in what now in the United Arab Emirates) to Jiwani (in Baluchistan providence in what is now Pakistan). The weather was good, and they took off at 0330 GMT, with the Hellecats following and formed up successfully. The Baltimore had no radio contact with the Hellcats as the latter only had VHF whilst the Baltimore was on 6440 (pilot’s report). The Baltimore had callsign ‘Rollock C’, whilst the Hellcats had callsigns Rollock F to K.
According to the report by WO Fraser, conditions were good along the route and he obtained a weather report from Jiwani giving the visibility as six miles. About 20 minutes before estimated arrival at Jiwani, the pilot received the signal ‘Airfield Yellow’. He responded by giving his position and about 10 minutes later received a further weather report giving visibility at Jiwani as 1,000 yards. WO Fraser decided it was too late to turn back for Jask (this is a port town on Iran’s southern coast) as they would have had a strong head wind all the way, and felt the convoy would have a better chance at Jiwani in spite of the poor visibility. On arrival at the airfield the visibility had deteriorated still further, although it had been quite good only a few miles away. He was unable to contact control on R/T and received landing instructions on W/T. He circled several times without finding the airfield and finally went out to sea and came in on a QDM (direction magnetic). He passed over the wireless mast and had just seen the airfield when he saw one of the Hellcats coming at him from the starboard quarter. He took evasive action but the Hellcat struck the nose of the Baltimore and carried most of it away. The collision occurred at about 200 feet and approximately 100 yards west of the Control Tower. WO Fraser regained control and landed successfully. Rex was transferred to the ambulance.
In his report, the pilot (his name redacted) of the Hellcat says he saw the Baltimore descending and followed him down, trying to keep the Baltimore in sight, which he did for two circuits, and at the same time located the airfield. On the third circuit he did locate the airfield but while he was watching the runway the Baltimore turned to starboard (ie towards him). He did his best to avoid a collision by evasive action which was only partially successful. The fin and rudder of the Hellcat hit the nose of the Baltimore. The Hellcat, then having had its fin and rubber torn off during the collision, was not entirely under the pilot’s control, and although the pilot pulled the control column right back the aircraft continued in a shallow dive, hit a mound of stones and case to rest about 50 feet ahead on level ground. The pilot says he got out through the emergency exit, waited half an hour and then walked over to the D/F station.
In Rex’s report he says that the Hellcat collided with, and shattered, the nose of his aircraft. His left leg was knocked sideways and out of the nose, resulting in three fractures and bent in such a way that his foot was severed by the port propeller. There was also a deep cut alongside his thigh, starting from the right of the knee. He goes on to say that within five minutes of the incident he was receiving medical attention from the station medical officer. In a verbal account of the incident, Rex told his son (the author) that he had, only moments before, pushed his seat back in preparation for the landing, his feet positioned where his seat used to be!
The report of the Senior Flying Control Officer at 45 SP RAF Jiwani records that at 0508Z the convoy (ie the Baltimore, the lead aircraft ) replied to the Control Tower’s query over D/F that its endurance was 75 minutes. Rollock J was the first aircraft of the convoy to contact Flying Control on VHF and made a good landing. All other Rollock aircraft were warned to fly above the dust in the clear and await instructions. Acknowledgement, however, was only received from callsigns H & K. Rockets were fired from the control tower as motors were heard, and the Airfield Controller and assistants lighted many flares and fired Verey cartridges at the approach end of the runway (QMD 349). Rollock C (the Baltimore) was called on HF and VHF without reply and asked for landing instructions on W/T which were given and acknowledged. F was not heard on R/T and did not reply to any calls. G was received but did not get the Control Tower’s transmission. Rollock K on VHF said he was trying to pinpoint himself on the coast but could not map read (meaning under those conditions he couldn’t find his location on the map) and requested bearing. Homing to the aircraft was given by co-operation with the USA ASS VHF DF. The Balitmore (Rollock C) and a Hellcat collided at about 200 feet, approximately 100 yards west of the Control Tower. The Baltimore landed on runway 21, the ambulance and crash tender went out immediately.
The following day Rex was airlifted by DC3 from Jiwani to Dring Road, which was the RAF Depot Karachi (this was then a village in Sindh, Parkistan, about 706 miles SW of Islamabad and in the eastern part of Karachi – and is now PAF Faisal Airbase), and admitted to No 10 RAF General Hospital, where he remained until repatriated back to Cairo on 28 November, reaching Cairo two days later.
Hellcat 71196 (transferred via purchase) to the RAF as JX773. Collided with Baltimore FA615 (41-28197) while carrying out approach to Jiwani in duststorm Apr 6 1945 and bellylanded. Pilot slightly hurt, but aircraft was w/o (write-off).
Jiwani
iwani is a town and commercial port located along the Gulf of Oman in the Gwadar District of the Baluchistan province in (what is now) Pakistan. It is located near the Pakistani border with Iran and is at the eastern end of Gwadar Bay, which is shared between Iran and Pakistan. During World War 2 it was used by the US Army Air Corps Air Transport Command, functioning as a stopover en-route to Sharjah or Karachi on the Karachi-Cairo route; the remains of this base are still available.
On confirmation of kinship, the Air Historical Branch (RAF) at RAF Northolt provided the author copies of documents from their records which relate to the incident. Some of the documents, except that of the statement written by Rex, were redacted in accordance with Section 40 of the FOIA which requires personal details to be removed. They were unable to trace a copy of the Court of Inquiry Proceedings.
Patrick Pontet-Piccolomini
05 July 2010
Statement by Warrant Officer A PONTET
No 10 RAF General Hospital
To: Commanding Officer
Date: 26th July 1945
Sir,
This is a statement by me, 548082 WO A PONTET of No 5 FU RAF ME.
On 6th April 1945 I was the navigator of a ‘Baltimore’ aircraft, leading a convoy of six ‘Hellcats’ from Sharjah to Jiwani. Arriving over Jiwani we found a sandstorm in progress and in attempting to find the aerodrome one of our convoy collided with & shattered the nose of my aircraft. My left leg was knocked sideways and out of the nose, resulting in three fractures, and bent in such a way that my foot was severed by the port propeller. There was also a deep cut alongside my thigh, starting from the right of the knee. The approximate time of the accident was 1200 hrs (Jiwani local time).
It is my earnest desire to point out that within five minutes of the incident I was receiving medical attention from the station Medical Officer.
A Pontet WO
Statement on accident to Baltimore IV by (serial number redacted but we know it was FA615) by (name redacted but we know it was Warrant Officer FRASER)
I am a pilot of No 5 FU. On the morning of April 6th I was detailed to lead six Hellcats from Sharjah to Jiwani. The weather was good, no cloud or rising sand being forecast. I tested R/T with control and at 0330 GMT took off. The rest of the convoy took off and formed up successfully. I had no R/T contact with the other aitrcraft as I was on 6440 and the Hellcats only had VHF.
Conditions were good along the route and I obtained a weather report from Jiwani giving the visibility as six miles. About twenty minutes before ETA Jiwani I received the signal “AIRFIELD YELLOW”. I gave my position and about ten minutes later received a weather report giving visibility Jiwani as 1,000 yds. It was then too late to turn back for Jask as we would have had a strong head wind all the way. I thought to convoy would have a better chance at Jiwani in spite of the poor visibility. On arriving at the aerodrome the visibility had deteriorated still further, although it had been quite good only a few miles away. I was unable to contact control on R/T and received landing instructions on W/T. I circled several times without finding the aerodrome and finally went out to sea and came in on a QDM (*). I passed over the wireless maste and had just seen the aerodrome when I saw one of the Hellcats coming at me from the starboard (right side) quarter. I took evasive action but the Hellcat struck the nose and carried most of it away. I regained control and landed successfully. (next text redacted but given the words following the redaction it must be the name and some further information of WO Pontet) transferred to the ambulance.
Signed (name redacted but would have been WO Fraser)
(*) QDM - direction magnetic.
Statement by (name redacted but was pilot of the Hellecat)
No 5 Ferry Unit Royal Air Force, Middle East Forces
To Officer Commanding No 5 Ferry Unit, Royal Air Force, Middle East Forces
30th May 1945
Sir,
I was pilot of Hellcat (redacted but we know it was JX 773) on 6th April 1945. At Jiwani I collided with Baltimore leading our convoy in a dust storm, while we were trying to locate the aerodrome. The fin and rudder of my aircraft was torn off and also part of the elevator, My aircraft went down partially out of control and hit a mound of rocks about 1000 yards from the aerodrome and came to rest about 50 yards further on. I got out through the emergency exit and waited for about 30 minutes. I then went to the D/F Station from where an ambulance took me to the Sick Bay. (Remainder redacted)
I have the honour to be,
Sir,
Tour obedient servant
(name redacted)
Statement of Accident to Hellcat I (serial number redacted by we know this to be JX 773) on 6.4.45
By (name of pilot redacted)
I am a pilot attached to No 5 Ferry Unit, RAF ME.
At 0330 GMT of 6th April 1945 I left Sharjah in convoy en route for Karachi. I was the pilot of Hellcat (aircraft serial number redacted but we know this to be JX 773).
On reaching Jiwani at approximately 0510 GMT I found that the place was hidden by a dust storm about 2,000’ high.
I saw the Baltimore descending and followed him down, trying to keep the Baltimore in sight, which I did successfully for two circuits, and at the same time located the airfield. On the third circuit I did locate the airfield and while I was watching the runway the Baltimore turned to starboard (ie towards me).
I did my best to avoid collision by evasive action which was only partially successful. The fin and rudder of my aircraft hit the nose of the Baltimore. My aircraft was not entirely under control owing to the damage. Although I pulled the control column right back the aircraft continued to shallow dive, it hit a mound of stones and came to rest some 50’ ahead on level ground. I got out through the emergency exit, waited half an hour and walked over to the D/F Station.
(signed) (signature redacted)
Sources:
https://e.4shared.com/linkerror.jsp?nowww=390
http://www.4shared.com/web/preview/doc/hpgPOCed
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 18-Oct-2013 17:00 | Nepa | Added |
| 18-Oct-2013 17:38 | Nepa | Updated [Source, Narrative] |
| 03-Jun-2014 17:06 | Pontet1945 | Updated [Narrative] |
| 16-May-2021 10:41 | Anon. | Updated [Time, Location, Departure airport, Destination airport, Operator] |
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