Vickers Wellington, Donegal, April, 1941

Good Friday, April 11th, 1941, would witness the crash of a Royal Air Force anti submarine patrol aircraft on a rain soaked Donegal hill side.  The crash site was nearby to the Irish Army coastal defence fort at Fort Lenan on Lough Swilly.  Weather on the day was very poor, but irish Army personnel at both Forts Lenan and Dunree reported hearing noises in the mountains thought to be an aircraft crash.

The Irish Army G2 branch intelligence officer for Western Command Lieutenant J Birthistle, filed the following report on the 14th of April , threes days after the crash and gives a detailed description of the conditions the Irish Army found on the mountain.

I have the honour to submit the following report on the British Wellington Bomber which crashed on the Urrws Hills between 15.02 and 15.15 hrs. on April 11th, between Fort Dunree and Lenan.

I left Athlone at 20.00 hrs on 11th April, 1941, and arrived at Fort Dunree at 08.30 hrs. on the 12th April, 1941.  There were various rumours in the Fort that a Second Plane had crashed within 50 yards of the first, and that the Nationality of the second plane was German. Commdt. D. Farrell O/C. C.D.A. informed me that British Officers had come over to the Fort the previous evening in connexion with the crash, and they asked his permission to visit the scene of the crash the following day, and that he had granted permission.

About 09.15 hrs. on the 12th April, 1941, the British Officers arrived back at the Fort - a Naval Commodore Whitbourne in charge of all craft in the Foyle, Lt. Roberts - Browne, R.A.F., and Lt. Robertson, R.A.F., At 09.30 I left with the three British Officers, 26 men and a Sergeant who was at the plane the previous night and was acting as a guide.  We started to climb the mountain about half-a-mile N.N.E. of Dunree. After an hour's climb we were enveloped in a thick fog and mist, and visibility was about 5 to 10 yards. We had the greatest difficulty in keeping our party together, and I instructed the leading man to let off a round every few minutes to guide.  After two hours, it was apparent we were lost on the mountain; with the fog it was impossible to take a bearing from any point.  Owing to extreme danger and difficulty of traveling we got into single file.  We wandered through the mountain trying to get back to Dunree.  At about 13.00 hrs. by pure accident, we came on the scene of the crash.  It would appear that where the plane struck the mountain one of the depth charges exploded: the engines and the front of the plane were blown about 60 yards up the mountain, while the body and tail were blown down the mountain. The fact that the plane  was in two bits separated by a clear 100 yards gave rise to the rumour that there were two planes. The crew consisted of six men.  Four bodies were blown from the plane, and two had fouled the wreckage and were completely burned. From the multiple injuries on the bodies death must have been immediate.

The armament of the plane was three depth-charges; four Browning Guns; (which are now in Dunree); and one Vicker's Gun.  One depth charge had exploded at the crash; another seemed to have burnt out, while the container of the third depth charge had merely cracked open.  It contained T.N.T. which was lying round.  The British Officer explained that the detonator was still attached to the container.

The following report was sent on 21st April from the O/C Coastal Artillery, in Western Command.

British Wellington Bomber Crash - 11th April, 1941.

With reference to our phone conversation today I wish to submit the following report in reference to the above.

On Good Friday, 11th inst., accompanied by Superintendent Garda, Buncrana, and Captain R. Cooney, Fort Dunree, I paid my usual visit to Fort Lenan at about 16.00 hours when Captain Joseph Murray, O/C., Fort Lenan, informed me that he was of opinion that an aeroplane had crashed at about 15.30 hours, on the Urris Hills which is about three miles from Fort Lenan.  Captain Murray further stated that he had sent out a party to make a search of the hills.  At about 19.00 hours I received a phone message from Lieutenant Gallanagh, Orderly Officer, Fort Dunree, to the effect that Sergeant Kemmy, Fort Lenan Detachment had reported to Dunree and Kemmy stated that he located the crashed plane on the Urris hills.  I instructed the Orderly officer Fort Dunree, to keep Sergeant Kemmy there until I returned and I reached Fort Dunree at about 19.45 hours. Sergeant Kemmy told me that his party located the plane which was burning
and could not be approached.

Sergeant Kemmy reported that four dead bodies were on the mountain side widely scattered.  Lieut. KcGinley then handed me a cheque book (which he had received from Kemmy) marked Lloyds Bank and a Driver's License bearing the name John William Hobson Bateman. . When questioned Kemmy stated that he found these articles on the ground near the plane. The conditions at this time were "shocking" and I decided to withdraw the Lenan Party and leave no Guard on the wreck as it was positively dangerous, and besides the guard could not be supplied with any meal during the night.  I detailed a party in charge of C/Sgt. Kiely to accompany Sgt. Kemmy to the scene of the crash so that they would be familiar with the route. C/Sgt. Kiely, Sgt. Kemmy and party detailed returned to Dunree at midnight on the 11th inst. and stated that they could not locate the plane due to the conditions obtaining. I then instructed Lieuts. Gallanagh and McGinley to go to the scene at 06.00 hours. on the 12th inst. and collect any books, papers or maps that might be strewn about and bring them back to me. The Superintendent, Garda Siochana was present when I issued these orders and he (the Supt.) stated that the bodies were not to be interfered with until his arrival.
At about 21.30 hours three Officers representing the R.A.F. from Limavady, arrived at the main gate Fort Dunree, and requested an interview with me. The senior Officer introduced himself as Captain Keane (or Caine) and he introduced the remaining two as Pilot Officers from Limavady.  Having satisfied myself that they were genuine I took all the party to the Mess and entertained them and also agreed to facilitate them in every way.

They asked me about the crash and I gave them all the information I had in my possession and also produced the Lloyds Cheque Book and Driver's License as received from Sgt. Kemmy.  The senior Officer (Captain Keane) then remarked to a tall, fair headed pilot "you will need these" and then asked me if I had any objection to him retaining the articles mentioned.   I replied "certainly not."  He retained the cheque book and handed me back the Driver's License so as to assist in identification if required.   This cheque book was handed over in the presence of Captain Cooney. Lieuts. McGinley and Gallanagh, Supt. Garda, Buncrana and our Chaplain, (Father Dolan) . 
The party proceeded to the scene at 06.0 hours in the morning of the 12th inst. and conditions were as bad as on the 11th, April, 1941. The reports submitted by
Lieuts. Gallanagh and McGinley give details of what occurred subsequently.
I hope this report gives all the information you require. 
If you require any further data I shall only be too pleased to facilitate you in every way.

(D.J. Farrell)  A/commandant.
Officer Commanding coast Defences, W/command.

The crash had involved the six man crew of a Vickers Wellington anti submarine patrol aircraft flying with RAF 221 Squadron from the RAF base at Limavady in Northern Ireland.  On the day after the crash 221 Squadron filed the following report with the Officer Commanding RAF Limavady.


1. Wellington W.5653 (aircraft letter 'Q'), F/O. Cattley and crew, was ordered to carry out an A/S patrol from Limavady on the 11th April,. 1941. They took off at 0555 hours and were due to return at 1455 hours.

2. At 1440 hours I went to the Regional Control Office to see what method of approach the pilot was intending to use, i.e. S.I. beacon or descent through cloud using his 'Q' code, as the cloud base was then 1000 - 1200 ft. over the aerodrome and. 8/900 ft. on the hills.

3. The pilot was using the Regional Control procedure the details of which are shown in the R.C.O's report attached.

4. I had full confidence in the pilots ability to carry out this procedure as he had been carefully instructed in the 'Q' code procedure by the R.C.O. on the ground, and had completed a successful air practice.  He had also on the 10th April made a descent through cloud using the S.I. beacon.

5.  At this time the aircraft had at least 3 hours petrol left and no anxiety was felt for its safety.

6. After 1500 hours nothing was heard from the aircraft until a message was received that a British aircraft, type unknown, had crashed near Fort Dunree (55 12N 07 34W) in Eire.

7.  With the Station Commander's permission I sent two Officers in civilian clothes to this position to identify the aircraft, and if possible, the crew. Their report is attached.*

8.  The R.C.O. carried out the normal overdue aircraft procedure.

* The report mentioned in point 7 above was not part of the AIR81 file.

The aircraft involved had been on daytime operation that had taken off at 05.55 on the morning of the 11th April  and the crash happened at around 15.15 that afternoon.  The telegrams in the AIR81 file confirm that the aircraft was carrying 3 x 450 Lbs depth charges.

When 221 Sqn went "operational" at Limavady in late March/early April 1941 it was with the Mark VIII Wellington which differed from the standard Mark I in a number of ways and most obviously, by the fitting of Mk 11 ASV AI (radar) as well as additional fuel tanks in the bomb bay to increase range for their designated job of hunting German U-Boats in the Western Approaches.

B Flight of 221 Squadron started operations from Limavady in early April 1941 and during this time the code letter D was allotted to Wellington W5674 but not W5753. A well known Vickers Armstrong photograph proves it showing W5674 in standard Bomber Command Camouflage in April 1941 sporting DF-D. There is also a later shot of W5674 when 221 were based in Iceland, this time in the new "Coastal" camouflage of grey over white showing the code letter O (DF-O).
 
The Operational Record Book for 221 Sqn did not reveal which letter W5653 carried but within the AIR81 file for the crash it was revealed to be the letter Q.

This crash produced some oft repeated inaccuracies in published sources and on social media.  One commonly repeated is that the crew mistook Lough Swilly for Lough Foyle, there is no proof of this because the whole of the West coast was enveloped in low cloud and fog and it is unlikely that the crew could seen any ground. They had already passed over Limavady at ETA 14.32 after a long nine hour anti submarine patrol but could see nothing and radioed that they were going to try a second approach.

The crew of W5653 consisted of two pilots of officer rank, Cattley and Montague, and four sergeants, Badman, Bateman, Neill and Whalley, all wireless Operator/Air Gunners. 

Cattley, Bateman, Neill and Whalley had formed part of the initial roster of 21 Squadron when it was formed in November 1940.

F/O Alfred Patrick "Peter" CATTLEY 40888 +
Alfred was the son of Nina and Patrick Cattley and was known as Peter in the family.  His father was a mining manager and was himself born in Russia to English parents, and Alfred, in turn was also born in Petrograd, Russia, his mother being Russian.  With the Russian revolution taking place, Alfred and his two siblings left Russia with their parents and in 1920 moved to live in Harbin, Mancuria.  After 1930, he had returned to the UK to attend school and there after to take up employment.

Alfred joined the RAF in 1937 on a Short Service Commission and proceeded to complete his flying training with number 8 Flying Training School.  Upon graduation from training he was posted to No. 1 Coastal Artillery Co-operation Unit before being posted to 608 Squadron based at Thornaby on the 12th of March 1940 flying Avro Ansons and where he would become a crew captain.  In December 1940 he was posted to the then forming 221 Squadron at Bircham Newton.  His second operational mission was an attack on ground targets in Holland on the 4th of March 1941.  The 13th of March seen a similar mission being flown, during which he attacked a small vessel off the Dutch coast.  Upon return however he was forced to force land the aircraft, Wellington N2834,  as his starboard engine had lost oil, seized and shed its propeller.  On the 29th of March he took a crew to Limavady from Bircham Newton.  He is recorded flying one patrol mission on the 6th of April 1941 on W5353, and not again until the fateful flight on the 11th.

His NCO crew members spent the best part of 12 months training before going on Ops. This crew was the second in the Squadron to be lost but the first whilst operating from Limavady. At the time of his death, he had 902 hours operational flying time.

P/O James Leonard MONTAGUE 81359 +
James was born in the summer of 1913 in Chalport, Buckinghamshire to Edith Jane and Joseph Gibbard Mountague.

James enlisted in the RAF Volunteer Reserve as a pilot trainee in November 1938.  His service prior to receiving his commission in June 1940 is not fully recorded on his officers service record but he is listed on the September 1939 Register at his parents address at Mathurst, Beaconfield.  His occupation is recorded as a Bank Clerk but he is also annotated in the margin as a "Sergt, RAFVR 742621".  It is understood that he did not serve before the war except for training but was mobilised upon declaration of war.    He had undertaken training from June 1940 at No. 2 School of General Reconnaissance, posting from there in September 1940 to 500 Squadron for three months.  His name doesn't appear to be mentioned in the operational missions for that Squadron during the period.

During this time, in the latter part of 1940, he was married to Peggy W Brown, herself also a bank clerk. Their time together would be tragically short.

His service records final movement seen him posted into 221 Squadron near the end of January 1941 along with 23 other aircrew members from 500 Squadron. At this time, the squadron diary only lists the captains of aircraft so James' missions are not recorded.  He did however Captain one patrol on 19th of March 1941.

The Bucks Free Press published a funeral notice on the 18th of April: 
Pilot-Bomber J. Montague, R.A:F., who lost his life somewhere in Ireland, was a son of Mr. J. G. Montague, of " Mathurst," Woodside Avenue, Beaconsfield, and for some years hon. secretary of the Beaconsfield Cricket Club. The young airman, who was married, was a keen cricketer, and rendered good service to the Beaconsfield club. His funeral takes place at Beaconsfield on Saturday.

His funeral was held on Saturday, 19th of April, 1941 at the parish Church of Engfield Green.  His remains were borne by six RAF airmen and the service was attended by members of the Beaconsfield Cricket Club.

Sgt John William Hobson BATEMAN 959540 +

He was listed on the strength of the Squadron on the 31st of December 1940.

The Lincolnshire Echo published the following death notice on the 19th of April 1941.

Mr. and Mrs. Hobson Bateman, of Limehurst, Sutton Bridge, have been notified of the death of their second son, Sergeant Jack Bateman, R.A.F.V.R., who has been killed on active service. Sergeant Bateman, who was 28, joined the R.A.F. a year ago, and was an observer. He had taken part in many raids over enemy territory. 
Before joining up he was a bulbgrower and nurseryman at Sutton Bridge.
Sergeant Bateman took a great interest in sport and played for the Sutton Bridge Cricket Club. He was unmarried.

An Altar and Reredos is dedicated in memory of Hobson Bateman, died 1942, Amelia Elizabeth, his wife who died in 1956 and their son Jack Bateman.  It was erected by James R Bateman and Roy (Raymond) Bateman, surviving brothers of Jack in 1957 after their mothers death.  Jack's father, Hobson, died one year after his son, almost to the day in April 1942.

Sgt Bateman's remains were returned to his parents and buried in Saint Matthews Churchyard, Sutton Bridge.

Sgt Francis Kenneth Basil WHALLEY 977309 +
Francis was the son of Charles Harold and Agnes Blanche Whalley, of Leamington Spa.

Francis joined the colors in January 1940 and passed through training at No. 8 Bombing and Gunnery School from February 1940, No. 1 Electrical and Wireless school from may 1940, finishing up at 10 B&GS from where he posted out to 221 Squadron at the end of November although his name does not appear on the roster of 31st December 1940.

The Coventry Evening Telegraph published a short funeral notice on April 19th:
The funeral took place at Leamington Cemetery yesterday cf Sergeant Air Gunner Francis Kenneth Basil Whalley, of the R.A.F., 19-years-old son of Mr. and Mrs. C. H. Whalley of 18. Victoria Terrace, Leamington.  Sergeant Whalley was killed on active service.

Sgt Frederick George NEILL 976110 +

He was listed on the strength of the Squadron on the 31st of December 1940.

Sgt Brinley Francis BADMAN 976192 +
Son of Gertrude and James  Badman, Brinley was born in 1919 in Abersychan, Wales.

He was listed on the strength of the Squadron on the 31st of December 1940.
The South Wales Argus published his death notice on the 21st of April 1941 with the same small image as shown on this page.


DIED ON ACTIVE SERVICE
Sergeant Brinley Francis Badman, R.A.F. son of Mr. and Mrs. J. A. Badman, 21. Cross-row, Varteg.  Intimation has been received that he died while on active service against the enemy.
An earlier message indicated that he was "missing, believed killed."'
Sergeant Badman was an old boy of West Monmouth School.
Before he joined the R.A.F he was a colliery weighman.  He was 21 last May, and for many years was closely identified with Varteg Wesleyan Methodist Church He was Secretary of the Young  People's Guild, a member of the Church choir, and an assistant organist of the Church. In the R.A.F. he was acting wireless operator and air gunner, and had operated over German territory.
He was home on leave three weeks ago.
A brother, Cliff Badman, formerly of West Monmouth School, is now at Exeter University.

Over the years, many efforts were made to memorial the crash site.

A memorial ceremony was held near the crash site in 2019 ?, with a gathering of up to 250 people.  A cross made from some of the aircraft metal was made into a cross and placed at the crash site.

As of 2019 at least there is was one cross made from tubular parts of the aircraft and at its base a plaque containing the mens names.   Another cross is made possibly from wood and bearing a smaller metal plate.  These are set among a collection of parts remaining from W5653, including one landing gear leg and an engine cowling exhaust ring.

The following website provides a digital path to the crash site and local mountain area.

Compiled by Dennis Burke, 2025.