Major Excavation Of Crash Site in 1989

THE LAST FLIGHT OF THE LANCASTER PB 265

By Gérard Renault (translation Germain Julien)
"Great-Britain, on the 24th of July 1944, night has just fallen. In Elsham Woods, on the base of the 576 Squadron, the Lancaster crews have been given the order, for the third consecutive night, to bomb the German city of Stuttgart. As the others, the crew of the Lancaster registered as “UL-V2” on his cabin, serial number: PB 265, doesn’t know yet the flight won’t be back from this new mission.
The airbase of the RAF in Elsham Woods has been created in July 1941. She first was the base for the 103rd Squadron equipped with Wellington bombers and then endowed with Lancaster in 1942. The 576 BS has been formed in November 1943.
Let’s now turn our attention to the Lancaster registered as “UL-V2” and whose serial number is PB 265. The bomber’s crew is:
- Flight Officer Robert Sarvis (ASN), young American pilot from Tennessee originally from the 12th Replacement Depot of the USAAF who has been transferred to the RAF. - Sergeant Alexander Balfour (ASN 1.021.030), mechanic in the RAF. - Sergeant J.M. Weir (ASN 1.560.450), bomber in the RAF. - R.T. Gordon (ASN R 181 524), navigator from the Royal Canadian Air Force, Sergeant J. Coates (ASN 1.622.241) from the RAF. - Sergeant E. Reed (ASN 1.541.804), machine gunner from the RCAF. A crew in command of an American with two Canadians and four British on a British plane!
In this night of Monday the 24th of July 1944, the 576 BS leave the English coast and join up with a unit of 412 Lancaster and 138 Hallifax, and then head toward Stuttgart. Heading south for Orleans and then toward the east until the target. The unit reaches the French coast east of Le Havre, catching sight of the gleam of the fights raging the bridgehead of Normandy where the allied troops trampled on for a few weeks, on the eve of “Cobra”, the great offensive that Americans will launch in a few hours. The unit then reaches the south of the département of Eure-et-Loir. Here, hidden in the shade, a German night fighter is waiting for his prey. He has chosen it. It will be the Lancaster PB 265. The German attacks and hits the bomber. F/O Robert Sarvis then order the evacuation of the plane, Sergeant Alexander Balfour jumps with a parachute from the airplane. But the pilot manages to control the bomber and reconsiders his order of evacuation. He decides to attempt to reach the bridgehead of Normandy. The Lancaster is at 9 500 feet high and head toward Normandy.
But let’s get back to Sergeant Balfour. He was at the front of the airplane, busy throwing Windows (according to a letter from A. Balfour, dated from the 19th of August 1990) when he receives the order of evacuation. He jumps and hits ground in Loiret. He is rescued by Mr. Bernardeau de Saint-Denis-en-Val. He is then directed toward the Resistance in Orgères-en-Beauce (Eure-et-Loir) and then taken in charge by the network of the pharmacist Picourt in Chartres. He is then accommodated at Mr. Laulhée and Mr. Château in Villebon (Eure-et-Loir) until the liberation by the Patton Army on the 16 and 17th of August 1944. Meantime, the Picourt network had collected 51 allies aviators, 17 of them were taken by the German police in July 1944, thanks to information given by a traitor. The network had notably collected Major Bud Mahurin (American pilot of the 56th Fighter Group, shot down on the 27th of March 1944 near Allonnes in Eure-et-Loir), hotshot of the US chase who totalized 21 victories. Bud Mahurin will get back to Great-Britain (mission Pick-Up) thanks to a Lysander during the night of the 6th of June 1944, on a clandestine field near to Outarville in Loiret.
We now come back to the Lancaster that was continuing his route toward Normandy. It reaches Carentan at 8 500 feet high, where, to crown it all, it is attacked by the American DCA of that town. The Lancaster is hit once again, on fire. F/O Sarvis orders the abandon of the flight. Five members of the crew jump and witness the fall and then the explosion of the bomber. Sergeants Gordon, Reed and Clark are injured ; they will be hospitalized by the American Medical Corps in Carentan. But what happened to F/O Sarvis in these first hours of the 25th of July? Did he abandon the bomber after the others? mystery! In December 1944, while all the members of the crew got back to Great-Britain, he is still “missing”. The research undertaken on site of the crash, on the side of the CD 270, in the town of Carquebut, won’t give any results. And yet, thereafter, in the cemetery of Colleville-sur-Mer (Calvados) there will be a grave (Plot B, Row 05, Grave 38) and a cross on which is written: Plt O. Robert, J. Sarvis, Tenn., July 25, 1644, 12 Rept Depot. Normandy, B. 05.38. But what’s in this grave?
Second act
Let’s now jump forward through time, 45 years later, on the 18th of July 1989. We are a team of “researchers”, all fascinated by aviation of the Second World War, and that all come to spend their holidays in Normandy every year. At the instigation of Mr. Tournailles from Clainville, this team goes to the swamp of Carquebut. There is there: Mr. Leprêtre (from Brussels), Pierre and Jean Nekrassoff, Gérard Renault. Armed with shovels and a metal detector, we discover an important amount of unidentified parts of aluminium, from a US, German, English plane? Then these relics show calibre 303 munitions and also a Dunlop flying boot and, macabre discover, a human leg in his boots and a part of trousers. It was a British plane. The excavations carried on until 1,8 meters deep enable to discover an extractor parachute and a white parachute in perfect state of conservation in the swamp, in spite of 45 years. Excavations are really difficult because of the presence of oil, petrol and water. They will be abandoned on the 19th of July after the discovery of an important amount of Windows (aluminium stripes still tied up), each Lancaster would carry about 200 kilograms of these on the European Front during August 1943. The human leg is put back into ground: pictures are taken straight away.
Among the numerous metallic parts discovered: four small aluminium plates with series of numbers on them. On one of them, the figures 683 and PB 265 will give us the key of the enigma. In order to move forward in our investigation, we ask M. B. Eadon Mills, British citizen, campsite neighbour, his contribution, what he accepts with pleasure. Thereafter, he will contact the British Ministry of Defence and the embassy of Great-Britain in France. Back home, we ask the support of the “Ailes Anciennes”, in the person of Messrs. Niclot and Lafosse, of Lucé, aviation specialist. In their documents, we find tracks of the Lancaster P 265, given for shot down in France in July 1945 (date mistaken). Subsequently, Mr. Niclot will obtain the Missing n°9741 from the National Archives in Washington along with a document concerning the Sergeant Balfour. The British embassy, amazed by our discovery, transmits the result of our research to the American embassy. As we didn’t possess the material resources necessary to excavate the site, we ask for the help of the “Ailes Anciennes”. The excavation are undertaken on the 4th and 5th of July 1990 thanks to a mechanical excavator and with the presence of two American members of the US sepulchre of Germany. The excavations, carried on up to six meters deep, enabled the discovery of new parts shown on this page."

POSTSCRIPT

The above article appeared in a wonderful edition of 39-45 Magazine in 1990 which is now in my archive. I have since been in touch with members of the dig team and been promised the parachute pictured here! From other sources in Normandy I have first hand testimony from villagers stating that they remembered the crash and indeed local kids played in the wreckage the following day, even finding a flying helmet and goggles. Sadly these are now lost to history.
The remains of Sarvis found on this excavation were interred in his grave but the trousers of the
flying suit were stolen at the time of the dig.

I was saddened by this bit of news but it is the
unfortunate aspect of wartime archaeology that
often grave robbers will follow such an event and
seize their opportunity when it appears.
I was touched to hear of students and staff of MTSU at which Sarvis attended paying a visit to the crash site last year and have been delighted with the response from villagers and interested parties around the world on various WW2 Forums who have added so many pieces to this historical jigsaw over the last two years.
My father, son of Air Bomber Sgt JM Weir visited Normandy last year and paid an emotional trip to Bob Sarvis grave at Colleville-sur-Mere. It is

my intention to visit the crash site in 2013 and to mark the anniversary on the 24th July with a small ceremony at the site.
I am in talks with archaeologists regarding the viability of another excavation at the site in the next year or so. I would like to find any further remnants of Lancaster PB265 and also to search for further remains of the brave pilot.The MACR of Mr Sarvis contained fascinating letters from the FBI in which they were attempting to identify remains found at the crash site in 1944.
Only his right arm was found at the time of the crash and the final letter, signed by J.Edgar Hoover finally identified the fingerprints as belonging to Bob Sarvis. It is my belief that the rest of his body still lies in that swampy marshland known locally as the 'field of the clods'.
Recently the same area has unearthed the remains of Lancaster ND 739, and there is believed to be another two planes in nearby fields, dating from the D-Day landings. One gets the felling that this is just the start of another chapter in the story of Lancaster PB265 and the Sarvis Crew.
Here are a selection of photos taken in 1989 at the major excavation undertaken by the 'Old Wings' members and locals at the time. They come courtesy of Mr Renault and Mr Pierre from the association. I have been able to buy small pieces of the wreckage via Ebay and private sales and am hoping to locate every piece of wreckage from this plane in order to put on permanent display in both Scotland and at the RAF Elsham Wolds museum, along with a huge collection of photos and log books and personal effects from the Crew which I have built-up over the last few years of research. Thank you to the Forced Landings Association and in particular
to Jean-Pierre,President. Also a huge thanks to Heidi Mehltretter from the
Living Battlefields site for her assistance.Kenneth Lewis has been a huge help also as have various experts from the forums, without whom my research would have foundered and Germain Julien who has been a true friend and huge help in all negociations thus far!
From more recent research it appears that some parts of the plane appeared to have been sold by the french public domain to a scrap merchant (1948), whose names are M. Roger Lamache of Montebourg Apparently he purchased the remainings of the wreckage and also a so called 'ME109 G6' who was on the other side of the road.
A lot of the useful pieces of wreckage of Lancaster PB265 were used in the reconstruction of another existing Lancaster and I will be visiting Paris in 2013 to view this. More of this story to follow in later posts!
Thank you to Gilles Billion, of the Ailes Anciennes Association and to Sean Claxton for locating and photographing the crash site in 2010. To all of these people I am hugely indebted.

RAF Elsham Wolds

Royal Air Force Elsham Wolds was situated on the Lincolnshire Wolds north of Barnetby le Wold in North Lincolnshire.

During World War 1 the site was part of the Fighter Defence Chain and home to C Flight of 33 Squadron. During World War 2 it was the home of 103 Squadron and 576 Sq RAF Bomber Command. 100 Squadron operated from Elsham Wolds for a short time at the end of the war. In 1946 a No 21 Heavy Glider Conversion Unit of Transport Command took over the base for a year. It was then closed in 1947 and reverted to agricultural use. In later years part of the site has been put to light industrial and warehouse use. There is also a large water treatment works on one corner of the site. (Pictured) The last remaining hangar from RAF Elsham Wolds, now in the middle of an industrial estate between the Lincolnshire towns of Scunthorpe and Grimsby.

The airbase began life during WWI when it was built to defend against Zeppelin bombers. After 1919 it fell into disrepair but as the next war loomed, it was reactivated and served as a bomber base.
In the photo above the control tower was located just in front of the hangar but this was demolished in the 80's. (Photo below by Ian DB)

The Elsham Wolds Association now run a small museum on the site which can be accessed by appointment and thank you to David Fell for all of his support and help over the years in my research.
Photo taken at the Elsham Wolds Association Memorial Room in the Anglian Water plant on heritage open day 2010. The memorial room was set up as a tribute to the airmen who lost their lives while flying from Elsham in World War II. It contains RAF items including uniforms, medals and many other wartime artefacts.

576 Squadron - Bomber Command

Squadron was based at:
Elsham Wolds:: 25 Nov 1943 - 31 Oct 1944
RAF Fiskerton  :: 31 Oct 1944 - Sep 1945
Squadron code: UL
Aircraft operated:
Lancaster Mk1 & Mk III :: Nov 1943 - Sep 1945
576 Sqn was formed from C Flight of Elsham Wolds based 103 Squadron on 25 Nov 1943. 13 experienced air crews, 9 Lancaster and their ground crews transfered from C Flt, 103 Sqn to become B Flt, 576 Sqn. The new sqn's A Flight was made up of 4 experienced crews who transfered from 101 Squadron at RAF Ludford Magna with additional new crews coming straight from Heavy Conversion Unit. The Sqn's first operational sortie was on 2 Dec 1943, flying against Berlin.
In Apr 1944 the Sqn was focussed on preparations for Op OVERLORD (D Day landings) and expended much effort on boming railway communications links and military installations. Missions were also flown against the V weapons sites. 576 Sqn relocated to RAF Fiskerton on 31 Oct 1944. From here is flew in a series of heavy raids against targets across Germany; fielded forces and industrial and manufacturing centres were on the target list. Its last bombing operation was to attack Hitler's mountain retreat at Berchtesgaden in which twenty-five 576 Sqn Lancasters and crews took part. In the closing stages of the war 576 Sqn supported Ops MANNA and EXODUS, like many other Lincolnshire-based sqns. MANNA was food drops to the residents of the Netherlands, whilst EXODUS was the repatriation of Prisoners of War from Europe to the UK, up to 4 Jun 1945.
On disbandment on 13 Sep 1945 the Sqn had flown in 189 bombing and 2 minelaying missions, generated 2788 sorties and lost 66 aircraft on ops. A further 9 crashed in the United Kingdom.

The Last flight of PB265...

At 21.08hrs on the evening of 24th July 1944

the crew set off on a mission to bomb the German city of Stuttgart. It was to be their last... The following correspondence came from a movingly heartfelt letter from Roy Gordon and provides a fascinating account of the events leading up to the destruction of the plane and the death of Robert Sarvis."In a letter received recently from Flight Sergeant Gordon, RCAF, a member of her husband’s crew.  Mrs. Sarvis learned details of the mission from which he did not return, and of the possible award to him of the Distinguished Flying Cross.  Flight Sergeant Gordon’s letter, paying high tribute, both for himself and the rest of the crew, to Flight Officer Sarvis, follows:
                                                                                    August 31 1944

Dear Mrs. Sarvis,It was not until last week that I knew Bob was missing.  Until that time, I had been in a hospital in Southern England, and had no news concerning the rest of the crew.  Since then, I have seen most of the others, and can tell you what happened, partly from what I have learned from the other chaps. We were over the interior of France when we were hit.  The aircraft was very badly damaged, and immediately went into a dive.  While Bob was trying to regain control of the plane, he gave the order to abandon the aircraft.  The engineer, who was closest to the escape hatch, jumped just before Bob was able to pull the plane out of the dive, and hold it on an even keel.  As soon as he was able to do this, Bob told the rest of us to remain in the aircraft, and we altered course for the Allied lines in Normandy, hoping to get as near to them as possible before bailing out. By skill and sheer strength.  Bob was able to keep us up until we reached Allied territory.  He said there was no chance of making a safe landing, and told us to prepare to jump.  After the bomb-aimer jumped.  I went forward to the escape hatch to check the others out.  I had barely reached there when the aircraft was hit a second time by an anti-aircraft shell, and the plane went into a dive.  The sudden lurch threw me off my feet, and I fell through the hatch.  After a few seconds of confusion, I found the ripcord on my parachute, pulled it, and dropped to earth safely. Before we had gone forward to jump, the bomb-aimer had assisted Bob to adjust the straps of his harness, and make every preparation to jump.  Bob told us in detail what he intended to do after all of us had jumped – such as trimming the aircraft for level flight, and so on.  The wireless operator jumped after me, and he was followed by the mid-upper gunner.  They didn’t have much to tell about what happened after I left, except that Bob was alright, and ready to jump.  They were at a good height at the time, and for that reason I had hopes that everyone had gotten out safely.  That is the story of the experiences of the crew.  Bob was much more than skipper to the rest of us—or perhaps I mean that he was a captain in the finest sense of the word.  With the good-humored perversity of a crew, the boys rarely let Bob know in words how much we all thought of him, but when we were flying together, we were able to show him in deed what his inspiration meant to us.  For our various duties, the rest of us have only average abilities, but in response to Bob’s leadership, we were able to achieve better-than-average performance as a crew.  This was realized not only by ourselves, but also by our friends in the squadron, and by the squadron commanders.  I mention this so that when you receive the Distinguished Flying Cross that has been awarded Bob, you will know that the award was merited not only by this final gallant achievement, but just as much by the constant fine example he set for all of us. Jack Balfour, the engineer, who dropped behind enemy lines, has recently arrived safely in England.  Tom Clark, the rear gunner, is still in a hospital under treatment for an injury he received when he jumped. For all of us, the realization that we owe our lives to Bob’s courage and endurance is final vindication of our faith in our skipper.  This letter, written on behalf of the whole crew, is an inadequate expression of our feelings. But, though we realize that words are small comfort at this time, we want you to know that Bob’s friends over here are hoping and praying with you."

 

Lancaster PB265 UL-V2

ABOUT THE PLANE 

Type, Lancaster. Serial Number, PB265. Squadron, 576. X1D, UL-V2. Operation, Stuttgart. Date 1, 24th July 1944.

Date 2, 25th July 1944 

 

"Serial Range PA964 - PD196 This aircraft was one of 800 Lancasters ordered from A.V.Roe (Chadderton) Apr43 of which 756 were delivered as 255 Mk.1s, 500 Mk.111s and one Lancastrian between May44 and Mar45. The Mk.111s had Merlin 38 engines initially installed except for the late production models with Merlin 224 engines. PB265 was a Mk.111 and was delivered to 576 Sqdn 20th July 1944 Lost on its first operation with a total of 3 hours Airborne 2108 24Jul44 from Elsham Wolds. abandoned by six of the crew, some of whom may have landed in the Battle area, though all were eventually reported as safe. F/O sarvis USAAF died when he crashed near Liesville (Manche), some 10 km NW of Carentan. The wreckage of PB265 was not found until 1989.

Heavy Conversion Unit Training

LINDHOLME
An expansion scheme aerodrome built on the wide expanse of Hatfield moors, some five miles east of Doncaster, the site, to the east of the A614 Trone to Bawtry road, was a mile south of the small village of Hatfield Woodhouse, the name first selected for the new station. Work began in the spring of 1938 taking in approximately 250 acres of pasture for the airfield itself and a further 150 for the camp and support facilities. Three Type C hangars fronted the south-west side of the bombing circle, with a fourth and fifth behind the two outer hangars. The administration, technical and barrack area lay alongside the A614. As common with these expansion scheme airfields, the construction of buildings took place over several months and the pace was only quickened by the outbreak of war. Officially opened in June 1940 under No.5 Group, No.50 Squadron and its Hampdens arrived the following month. Two and a half months after its official opening, notification was received on August 18 that the station name was to be changed to Lindholme, the reason being possible confusion with Hatfield airfield in Hertfordshire. Lindholme was a country house and hamlet on the eastern boundary of the airfield. No. 50 was the sole resident at Lindholme until June 1941 when a new Canadian manned bomber squadron was raised there. No.408 Squadron was equipped with Hampdens and, once having found its feet, it was moved to Syerston to begin operations in July. The following month, Lindholme was one of a number of No.5 Group stations handed over to No.1 Group, as a result of which No.5 Group moved its No.50 Squadron to Swinderby. From Syerston, No.1 Group moved in two of the Polish squadrons under its charge - Nos.304 and 305 - both flying Wellingtons. These two squadrons, having been operational since April, continued their contribution to Bomber Command's offensive from the new station throughout the following winter. In May 1942, No.304 Squadron was detached to assist Coastal Command but the detachment soon became an assignment and did not return to Bomber Command. Two months later No. 305 was transferred to Hemswell to concentrate Polish-manned bomber squadrons on one station. During the first two years of war, a bomb store had been constructed on the far side of the A614 as had a taxi spur with three pan hardstandings. A perimeter track and over 30 pan hardstandings had also been built during this period. By 1942 Lindholme was due for upgrading and the construction of concrete runways was put in hand. However, extension of the airfield was somewhat restricted by the Hatfield Moor Drain on the eastern boundary but more land was acquired to the north necessitating the closure of two roads, one to the hamlet of Lindholme. Because of these physical restrictions, only two runways were built, 14-32 and 05-23, both of which were extended to 1,400 and 2,000 yards respectively. A new bomb store was fashioned on land to the north of the station, which resulted in obstruction of seven pan dispersal points. Two others were lost due to the construction of a new perimeter track. Even so, the station ended up with 41 pans and one loop type. A few additional camp sites were added to the south of the main area giving the station maximum accommodation for 2,192 men and 365 females.Re-opened for flying in late October 1942, No.1656 Heavy Conversion Unit moved in with a few Lancasters and Manchesters from Breighton to serve No. 1 Group's conversion to the former type. Now an operational training base, over the next two years. Lindholme was host to other units with an instructional mission. Both Lancaster and Halifax crews were tutored here with No.1667 HCU being established on the airfield here in June 1943, moving out to Faldingworth in October. In November the same year, No.1 Lancaster Finishing School was activated using existing flights with a similar mission. On November 3, 1944, the station became No.71 Base under the new training organisation - No.7 Group. Meanwhile, No.1656 HCU remained at Lindholme until November 1945 when many Bomber Command units were disbanded. During the war, a total of 76 bombers were lost on operations flying from this airfield: 40 Hampdens, 35 Wellingtons and a single Lancaster.The immediate post-war years found Nos.57 and 100 Squadrons with their Lincolns in residence from May to September 1946. Thereafter the station went back to a training role, the longest resident being the Bomber Command Bombing School which had become the Strike Command Bombing School by the time it moved out in 1972. Hangars were used for storage by a USAF detachment during the height of the Cold War and later various RAF ground units, including Northern Radar, occupied the camp area. By 1980 Lindholme had been reduced to the status of a relief landing ground and in 1985 the whole camp was sold and turned into a prison. Much new building took place to effect the jail although most of the original permanent camp buildings still survive. The last RAF connection, an automatic routing installation, was closed in March 1996. Details from : http://www.raf.mod.uk/bombercommand/s13.html

F/O ROBERT J SARVIS - Pilot

The Royal Air Force was for the most part a British and Commonwealth service but it should not be forgotten that about 5% of aircrew were drawn from other nationalities. Most of these were from occupied Europe. Both 103 Sq and 576 Sq  had several airmen who came into this category, the most famous being the Belgian legend Florent Van Rolleghem. However the most numerous nationality, other than British or Commonwealth, to see service with our Squadrons was American. The United States of America had a several representatives who served with either Squadron. Some of these were to lose their lives. In the early days of the war these men headed north to Canada and enlisted in the Royal Canadian Air Force. From the information I have managed to gather on this topic it seems that most had Canadian family connections which no doubt was a strong motivating factor. A typical example being Robert J Sarvis. – (pictured)Robert was actually born in Sarnia, Ontario, Canada in 1917. His parents moved to the Tennessee, USA when he was very young and he received his junior and high school education in the USA. He attended Tennessee State University in 1937, married Juanita Hindman at Franklin, Kentucky in July 1939 and graduated from university the with a BSc in 1941. From Jan 41 to Feb 42 he worked for the National Life and Accident Insurance Company. For whatever reason he headed for Canada and enlisted in the RCAF at Toronto in April 42. Posted to No. 20 EFTS  at Oshaura, Ontario in Oct. 42 and then to No. 1 SFTS at Camp Borden, Ontario in Jan. 43. He was promoted to Sergeant in April 43, awarded his pilot's badge in May 43 and sailed for Britain on the 23rd June 43 arriving on the 1st July. He was then posted to No. 3 PRC on the 2nd July and then, on the 27th July, to the business of flying at No. 11 (P) AFU. During this period he was issued with 3 leave passes of 1 week each, no doubt to see some of the sights, meet a few people and  generally get to know his new environment. Robert's father was born in Britain and he may well have had relations over here. In November 43 he was posted to No. 28 OTU at Wymeswold, Leicestershire. Here he crewed up with his Navigator, Air Bomber, Wireless Operator and Rear Gunner and commenced bomber training on Wellingtons. In December 43 he has applied for a discharge from the RCAF and re-enlisted in the United States Army Air Force. This was not unusual for American citizens in the British and Commonwealth Air Forces who took advantage of this option. The better pay could have been significant. He did however continue to serve in the RAF. I am not sure whether he had the option to transfer to a USAAF unit at this stage but it seems unlikely as he was well into his training. In any case it seems probable he would choose to stay with his crew as they would be in the process of working up into a proficient team and have formed a strong mutual bond by that stage.From OTU Robert, with his crew, were posted to a Heavy Conversion Unit, probably 1656 HCU at Lindholme, Yorkshire. and then to 576 Sq. at Elsham Wolds in late May 44 along with another crew with an American pilot, Flight Officer C Sawyer. Robert's crew consisted of :-Sgt A J Balfour RAFVR - Flight Engineer, Sgt J M Weir RAFVR - Air Bomber, Sgt R T Gordon RCAF - Navigator, Sgt J Coates RAFVR - Wireless Operator, Sgt E Reed RAFVR - Air Gunner and Sgt T A Clark RCAF - Air Gunner. Robert flew his first operation on the night of the 6/7th June 44 to Vire as second pilot in the crew of S/L Stan Slater. On the night of the 12/13th June Robert captained his own crew for the first time as part of a very accurate Bomber Command attack on Gelsenkirken. In the days following D Day bomber operations came thick and fast and Robert and his crew were constantly on the Squadron Battle Orders. Throughout June and July operations were flown against a variety of targets by both day and night. These operations ranged from army support, attacks on oil plants and storage installations, V Weapon installations, German naval units, railway communications as well as strategic targets in Germany.These operations proved very effective due to the excellent work of the Pathfinders. The exceptions being the raids on Revigny in mid July which were hampered by cloud cover and the second being aborted altogether without a bomb being dropped. Robert's crew flew their 18th operation on the 23/24 July 44 against the important German naval port and ship building centre of Kiel. This was a Bomber Command masterpiece being brilliantly conceived and executed to perfection.and Jamming and the German fighter controllers were taken completely by surprise when the force of over 600 Lancasters and Halifaxes suddenly appeared from behind a Mandrel jamming screen with no prior warning. Kiel suffered its most damaging air raid of the war as a result with the port, naval facilities and ship yards being particularly badly hit.The next night Robert and his crew were detailed to take part on an operation against the German city of Stuttgart. A difficult target situated in a series of narrow valleys deep inside Germany. 576 Sq tasked 16 crews for this attack. The total Bomber Command effort was 461 Lancasters and 153 Halifaxes. Robert and his crew took off from Elsham Wolds at 2108 in Lancaster PB265. They headed south with the main force across the Channel to Dieppe and on to Rouen and Dreux. Approaching the turning point near Orleans Robert's aircraft was attacked by a night fighter. The Lancaster was seriously damaged and he had no option but to abandon the operation. They headed North West in an attempt to seek refuge at the Allied held Normandy Beachhead.Nearing Carentan at 8,500 ft the Lancaster was fired on by US anti aircraft units and further damaged. The aircraft was now well ablaze. Robert gave the order to bale out and the rest of his crew left the aircraft in good order. All survived. Sgts Balfour and Gordon evaded capture. Sgts Weir, Coates, Reed and Clark all landed in Allied held territory and were safe. All returned to the UK. At least one, Sgt Coates, returned to 576 Sq.What happened after crew baled out is unclear. The aircraft crashed onto a road between Carquebut and Liesville, possibly attempting a wheels up landing although it does seem unlikely. Be that as it may the results were sadly fatal and Robert was killed. He is now buried at the American Cemetery at Colleville-Sur-Mer, Calvados. Flight Officer Robert J. Sarvis, T-223123 is interred at Plot B, Row 5, Grave 38 at the Normandy American Cemetery at Colleville-sur-Mer, France.  At the time of his death, Jul 25, 1944, he a member of the 12th Replacement Depot.  He was the recipient of the Air Medal with Oak Leaf Cluster and entered military service from the state of Tennessee.