The legendary Nancy Wake who served in wartime France with Britain’s SOE (Special Operations Executive)

The following short documentary by ABC Australia provides an overview of the life of Nancy Wake who was dropped by parachute into wartime France to organise resistance and subversive warfare. 

Virginia Hall the American agent who worked for Britain’s SOE (Special Operations Executive) in wartime France before later serving with the American OSS and CIA

A short but interesting account of Virginia Hall’s service during the Second World War.

Christine Granville’s Exploits in the Second World War (SIS and SOE)

Clare Mulley tells the extraordinary story of Krystyna Skarbek (aka Christine Granville) – the first, and the longest serving, female special agent working for Britain in the Second World War. Part of the Lunchtime Lectures series – a programme of free talks that takes place at the National Army Museum in London.

Making the Spark, Feeding the flame – lecture by historian Mark Seaman

In 2015 to commemorate the 70th anniversary of the liberation of Denmark from German occupation (1940-45), Museum Vestsjaelland hosted an international seminar on 2nd May 2015 attended by historians, WWII veterans, descendants of allied airmen, descendants of Danish resistance fighters, and members of the public. The four key lectures are available here on the Museum Vestsjaelland’s Youtube channel. Historian and SOE specialist Mark Seaman describes the establishment and organisation of the British Special Operations Executive (SOE) and the Danish resistance movement.

The crew of USAAF B-17 ‘Mi Amigo’ 22 February 1944

On 20 February 1944 a B-17 bomber (Flying Fortress) which the crew called ‘Mi Amigo’ was part of the 305th Bombardment Group, US 8th Army Airforce based at Chelveston Airfield in Northamptonshire and ‘Mi Amigo’ was one of 700 American B-17 bombers involved in Operation Argument.

Operation Argument was an intensive one-week joint operation with RAF bomber command to destroy high value and  heavily defended aircraft factories and Luftwaffe airfields in Alaborg Denmark and Leipzig Germany and the bombers had to run the gauntlet of extensive anti-aircraft artillery and German fighters.

On 22 February there was heavy fog over the Luftwaffe base in Alaborg  and the target could not be seen from the air as the B-17’s were being attacked by swarms of German fighters during which three American aircraft were shot down and most of their crews were killed or captured.  Due to the fog and continuous waves of German fighters the mission was aborted; the surviving aircraft began their return to England and once they reached the North Sea, they started jettisoning their bombs.

Mi Amigo had been extensively damaged and there were concerns one or more of its engines would seize up before reaching England, but the crew managed to dump their 4,000 lb bomb load over the sea.

The crew of Mi Amigo

According to historian Paul Allonby, Mi Amigo was several miles from its base in England and its engines which had all been damaged were fading quickly as its pilot Lt Kriegshauser steered his crippled B-17 out of thick clouds and found they were over a major city in Sheffield.  As he looked for a suitable field for a crash landing, he could only see houses, roads and trees and then in the distance he saw a large field called Encliffee Park which was a public play area with thick woods behind it.

Lt Kriegshauser prepared his crew for a crash landing and started his final approach when he suddenly  saw a large group of children playing in the field and immediately aborted the landing in the full knowledge his aircraft would crash into the woods.

After crashing the wreckage of the B-17 was scattered across the hillside, the aircraft was split into two and the front section was on fire and the crew were dead.

Several eyewitnesses say the aircraft circled the park for some time and it is believed the pilot sacrificed the lives of himself and his crew to avoid a group of children in the field.

Lt Kriegshauser was posthumously awarded the US Distinguished Flying Cross.

During the crash a large number of trees had been destroyed and in 1969 a grove of American Oakes was planted to honour the crew of Mi Amigo. There is also a memorial to the crew in the park and Tony Foulds who was one of the children in the park at the time of the crash continues to personally tend the memorial.

On 22 February 2019 after a long campaign by Tony Foulds, who is now 82 years old, British and American military aircraft took part in a flypast over Endcliffee Park in Sheffield to mark the 75th anniversary of the American crew of the bomber Mi Amigo.

Tony Foulds ar 82, who was one of the children playing in the field

Further reading:

Albert Ball VC, DSO (and two bars), MC, Legion d’honneur, Order of St. George

After war was declared in 1914 Albert Ball enlisted into the army and served with several units including the Sherwood Foresters and was soon promoted to sergeant and gained his commission as second lieutenant on 20 October. Ball was eager to see action but was assigned to training recruits  in England so in the  hope of being sent to France he transferred  to the North Midlands Cyclist Company, but the company remained in England and he expressed his frustration in a letter to his parents dated 25 February, he wrote, “I have just sent six boys to France and I hear they will be in the firing line on Monday. It is just my luck to be unable to go”.

In March 1915  Ball started taking private flying lessons at Hendon Aerodrome and after qualifying for the Royal Aero Club Certificate, on 15 March 1915 he transferred to the Royal Flying Corp (RFC) and trained at Mousehold Heath Aerodrome near Norwich. He completed his training at the Central Flying School Upavon and was awarded his wings on 22 January 1916 and a week later was officially transferred from the North Midland Cycle Company to the RFC as a pilot.

At the age of 20 Captain Albert Ball became the first celebrity fighter pilot after shooting down 44  enemy aircraft in just one year. He was also the first man during the war to be awarded three DSO’s.

After his first dog fight Ball wrote in one of his letters to his parents:

“I like this job, but nerves do not last long and you soon want a rest…” and in a later letter to his father he discouraged the idea of his youngest brother following him into the RFC.

Albert Ball was described as a ‘lone wolf’ because he mostly flew solo missions and stalked enemy aircraft from below and used an adapted Lewis machine gun to fire upwards into the enemy’s fuselage.

Gun adapted to fire upwards

Although he quickly became a fighter ace  and enjoyed aerial combat Ball had no hatred for the enemy and in a letter to his parents he explained, “I only scrap because it is my duty … nothing makes me feel more rotten than to see them go down, but you see it is either them or me, so I must do my duty….”

On his 20th birthday Ball was promoted to temporary Captain.

In another letter to his father Ball wrote, “I get tired of always living to kill and beginning to feel like a murderer…  I shall be so glad when I have finished.”

The last fight of Captain Ball, VC, DSO and 2 bars, MC, 7May  1917 by Norman Arnold 1919

On the evening of 7 May 1917 near Douai, 11 aircraft of No. 56 Squadron RFC led by Albert Ball encountered German fighters from Jasta 11 (Red Baron’s flight). A violent dogfight in deteriorating visibility resulted in all the aircraft being scattered. Cecil Arthur Lewis who took part in the battle described the mass dog fight in his memoir ‘Sagittarius Rising.’ 

Lewis recalled Ball pursuing a red Albatros D.111 belonging to the ‘Red Barons’ younger brother Lothar von Richthofen who eventually landed near Annoeullin with a punctured fuel tank and Lewis said he last saw Ball flying into a dark thundercloud before disappearing.

In keeping with the propaganda of the period British newspapers claimed after being shot down 20-year-old Albert Ball dyed in the arms of a French girl who had pulled him from the wreckage of his machine and  only  after the war did several eyewitnesses described what really happened when Ball crashed behind the German lines.

A  German pilot on the ground, Lieutenant Hailer saw Ball’s plane falling upside down with a dead propeller from the bottom of a dark cloud at an altitude of 2000 feet.

Brothers Franz and Carl Hailer and two other men in their party were from a German reconnaissance unit and Franz later noted, “it was leaving a cloud of black smoke… caused by oil leaking into the cylinders… The  engine had to be inverted for this to happen… The Hispano engine was known to flood its inlet manifold with fuel when upside down and then stop running…”

Franz Hailer and his three companions ran to the crash site and Ball was already dead when they arrived. The three German soldiers said the crashed aircraft had suffered no battle damage and no bullet wounds were found on Ball’s body and a German doctor at a field hospital later said Albert Ball died from a broken neck and a crushed chest. His limbs were also fractured, and his injuries suggest he was killed due to impact with the ground.

Based on these eyewitness accounts It is now considered probable Ball was not shot down but had become disorientated and lost control.  This has been described as temporary vertigo which had claimed other pilots. A  month after Ball crashed the Germans dropped a message over the British lines announcing he was dead and had been buried in Annoeullin with full military honours.

 In 1918 Walter Briscioe and H Russell Stannard published a seminal biography, Captain Ball VC and reprinted many of his letters. They quote Ball’s most notable opponent Manfred von Richthofen (the Red Baron)  saying  “he considered Ball by far the best English flying man.”  The authors also quote an unidentified RFC pilot who fought with Ball during his last battle as saying, “I see they have given him a VC . Of course, he won it a  dozen times over; the whole squadron know that.

After the war

After the war British  authorities discovered Ball’s grave which had been behind the German lines and the Imperial War Graves Commission (now called the Commonwealth War Graves Commission)  moved 23 British bodies from graves in the location where Ball was buried to Cabaret Rough British Cemetery, but at his father’s request Ball’s grave was allowed to remain and Ball is the  only British grave from WW1 the rest are German soldiers. Ball’s father also bought the French field where his son died and erected a memorial on the crash site.

Award citation Victoria Cross

Lt (temp Captain) Albert Ball, DSO, MC, late Notts and Derby. R. and RFC

For most conspicuous and consistent bravery from 25 of April to the 6th May 1917, during which period Capt. Ball took part in twenty-six combats in the air and destroyed eleven hostile aeroplanes, drove down two out of control and forced seven others to land.

In these combats Capt. Ball, flying alone, on one occasion fought six hostile machines, twice he fought five and once four. When leading two other British aeroplanes he attacked an enemy formation of eight. On each of these occasions he brought down at least one enemy.

Several times his aeroplane was badly damaged, once so seriously that but for the most delicate handling his machine would have collapsed, as nearly all the control wires had been shot away. On returning with a damaged machine he had always to be restrained from immediately going out on another.

In all Capt. Ball has destroyed forty-three German aeroplanes and one balloon and has always displayed most excellent courage, determination and skill.

Distinguished Service Order (DSO)

For conspicuous gallantry and skill. Observing seven enemy machines flying in formation, he immediately attacked one of them and shot it down at 15 yards range. The remaining machines retired. Immediately afterwards, seeing five more hostile machines, he attacked one at about ten yards range and shot it down, flames coming out of the fuselage. He then attacked another of the machines which had been firing at him and shot it down into a village, where it landed on the top of a house. He then went to the nearest aerodrome for more ammunition and returned to attack three more machines, causing them to dive under control. Being then short of petrol he came home. His own machine was badly shot about in these fights.

Distinguished Service Order (DSO)Bar

For conspicuous skill and gallantry. When on escort duty to a bombing raid he saw four enemy machines in formation. He dived on them and broke up their formation and then shot down the nearest one, which fell on its nose. He came down to about 500 feet to make certain it was wrecked. On another occasion, observing twelve enemy machines in formation, he dived in among them, and fired a drum into the nearest machine which went down out of control. Several more hostile machines then approached, and he fired three more drums at them, driving down another out of control. He then returned, crossing the lines at a low altitude, with his machine very much damaged.

Distinguished Service Order (DSO) Bar

For conspicuous gallantry in action. He attacked three hostile machines and brought one down, displaying great courage and skill. He has brought down eight hostile machines in a short period and has forced many others to land.

Military Cross (MC)

For conspicuous skill and gallantry on many occasions, notably when, after failing to destroy an enemy kite balloon with bombs, he returned for a fresh supply, went back and brought it down in flames. He also completed great execution among enemy aeroplanes. On one occasion he attacked six in one flight, forced down two and drove the others off. This occurred several miles over the enemy’s lines. 

William Leefe Robinson VC (Royal Flying Corp)

The following is an extract from the official combat report written by Robson:

3 September 1916

From: Lieutenant William Leefe Robinson, Sutton’s Farm

To: The Officer Commanding N0.39 H.D. {Home Defence} Squadron


I have the honour to make the following report on night patrol made by me on the night of 2-3 instant. I went up at about 11.08 pm on the night of the second with instructions to patrol between Sutton’s Farm and Joyce Green.

I climbed to 10,000 feet in fifty-three minutes. I counted what I thought were ten sets of flares, there were a few clouds below me but on the whole,  it was a beautifully clear night.

I saw  nothing until 1.10am  when two searchlights picked up a Zeppelin S.E. of Woolwich.  The clouds had collected in this quarter and the searchlights had some difficulty keeping on the airship.

By the time I had managed to climb to 12,000 feet and I made in the direction of the Zeppelin which was being fired on by a few anti-aircraft guns; hoping to cut it off on its way eastwards I very slowly gained on it for about ten minutes.

I judged it to be about 800 feet below me and I sacrificed some speed in order to keep the height. It went behind some clouds avoiding the searchlights and I lost sight of it. After fifteen minutes of fruitless search I returned to my patrol.

… At about 1.50 am I noticed a glow in the N.E. of London. Taking it to be an outbreak of fire I went in that direction. At 2.05 am a Zeppelin was picked up by searchlights over N.E. London as far as I could judge.

Remembering my last failure, I sacrificed height, I was about 12,000 feet, for speed and nosed down in the direction of the Zeppelin. I saw shells bursting and night tracers flying around it.

When I drew closer, I noticed that the anti-aircraft aim was too high or too low, also a good many shells burst about 800 feet behind, a few tracers went right over; I could hear the bursts when about 3,000 feet from the Zeppelin.

I flew 800 feet below it from bow to stem and distributed one drum {ammunition drum on a Lewis machinegun}, it seemed to have no effect.

I therefore moved to one side and gave them another drum along the side, also without effect. I then got behind it and by this time I was very close, 500 feet or less below, and concentrated one drum on one part (underneath rear). I was at a height of 11,000 feet when attacking the Zeppelin.

I had hardly finished the drum before I saw the part fired at glow. In a few seconds the whole rear was blazing.

When the third drum was fired there were no searchlights on the Zeppelin and no anti-aircraft was firing.

Having little petrol left I returned to Sutton’s Farm, landing at 2.45 am. On landing I found the Zeppelin gunner had shot away the machine gun wire guard, the rear part of the centre section and had pierced the main spar several times.

Wreck of the Schutte-Lanz airship at Cuffley – note that this airship was commonly referred to as a Zeppelin at the time.


The above represents the  official and clinical account written for the benefit of his commanding officer by Leefe Robinson and does not capture the true events. From eyewitness accounts  First world War aviation historian David Marks gave the following account of the events of that night and what happened afterwards:    

“SL11 {Zeppelin} caught fire and in full view of the Metropolis, the giant raider fell in a roaring mass of flame, striking the ground at Cuffley. The crew of 16 died as millions of Londoners cheered the unknown hero who had been the first to shoot down an airship over mainland Britain.

Railway whistles blew, factory hooters were sounded, whilst people poured  into the streets, singing and dancing. People broke out into spontaneous renditions of God Save the King and Rule Britannia.

Robinson landed safely at Sutton’s Farm with little petrol and oil left in his machine’s tanks. The exhausted pilot was borne shoulder-high in triumph from his biplane.

On 3 September, which was later referred to as “Zepp Sunday”, news of Robinson’s victory spread with incredible speed.  Over the next two days 10,000 people travelled to the tiny village and police and troops were called in to control the crowds who clamoured for souvenirs of the wreck.

For shooting down SL11, Robinson was now the most famous pilot in the country and could not go without official recognition for long. On 9 September 1916 King George V handed him the Victoria Cross at Windsor Castle.

When SL11 was shot down, it was described officially and in the press as Zeppelin L21. This misidentification persisted for decades and was probably deliberately done for propaganda purposes.” (David Marks)

“We think nothing now of high-speed interceptors taking off and attaining incredible altitudes within seconds. In 1916 men were flying aircraft made of wood and canvas, with engines with only tens of horse-power and small capacity fuel tanks. Maximum heights would have been not much over 10,000ft and it would take many minutes to get there. There was one advantage – the airships they were hunting were fairly sluggish.

We are also talking about one man, in control of a low powered and often unreliable aeroplane, at night with no electronic navigation aids, just a canvas backed map and a compass. Then you need to appreciate that Leefe Robinson was buffeted by cold air in an open cockpit, with a leather helmet and a thick and bulky sheepskin lined outfit. He had no radio and had to fire his often-unreliable machine gun by hand.” (David Marks)

After being  awarded the VC and becoming a national hero the army was reluctant to send him to the front line and  used him for public relations and propaganda. Not liking his celebrity status Robinson made constant requests to be assigned combat duties on the Western Front and in April 1917  his request was granted  and was ordered to report to No.48 Squadron as a flight commander.  

On 15 April 1917 Robinson led a formation of six aircraft against Albatrol D.111 fighters from Jasta 11 led by the legendary ‘Red Baron’ Manfred Von Richthofen.  During the dog fight four British fighters were shot down including Leefe Robinson who was injured whilst crash landing behind German lines and was quickly captured.  

Jasta 11

Manfred Von Richthofen (Red Baron)

After being reported dead by British newspapers two months later his family received a letter from him which said he was safe and was a POW.

Due to making several escape attempts Robinson was moved to various prison camps and kept in solitary confinement and was eventually repatriated in early December 1918 and spent Christmas with his family and friends in Stanmore Middlesex.  Shortly after Christmas day, at the age of 23, Robinson contracted Spanish flu and died on 30 December at his sister’s home in Stanmore which is now part of Harrow.

William Leefe Robinson VC was buried with full military honours with thousands lining the route to All Saint’s Church Harrow Weald and a solitary RAF aircraft dropped a wreath which was laid on his grave.

LInks and additional reading:

Additional reading

Louis Strange MC, DFC (bar)

During the First World War there are many accounts of RFC (Royal Flying Corp) pilots modifying their aircraft. Whilst serving with No. 6 Squadron on the Western Front Pilot Officer Louis Strange decided to improve the fire power and accuracy of his aircraft by fitting a Lewis Machine Gun on the top wing above the cockpit of his Martinsyde S.1 Scout.

On 10 May 1915 Strange was engaged in aerial combat against a German Aviatik two-seater and during the lengthy dog fight Strange had to reload his Lewis Gun. After standing up in the cockpit to change the drum his aircraft immediately became unstable, flipped on its back and Strange was thrown from the aircraft but managed to grab the ammunition drum which was still attached to the Lewis Gun.

As his aircraft started to develop a slow spin towards the ground from five thousand feet strange was seen  hanging from his inverted aircraft.

Strange later explained: “I kept kicking upwards behind me until at last I got a foot and then the other hooked inside the cockpit. Somehow, I got the stick between my legs again and jammed on full aileron and elevator; I don’t know exactly what happened then, but the trick was done. The machine came over the right way up and I fell off the top plane and into my seat with a bump.”

It was later estimated Strange was only 500 feet from the ground before he eventually regained control of his aircraft.

On his return to the airfield Strange was reprimanded for causing unnecessary damage to his instrument panel and seat.

During the Second World War Strange was too old for operational flying and on 21 May 1940 was the control officer with No. 34 Squadron (RAF) at Mervile.  After the airfield had been evacuated and with no other pilots available, Strange flew a Hurricane fighter back to England. Apart from this being an advanced aircraft he had never flown before the guns had been removed and  most of the  instruments were missing.

 At 8000 feet Strange dodged anti-aircraft artillery before being attacked by several Messerschmitt Bf 109’s and was forced to fly at very low level to lose his attackers. One month later Strange was awarded a bar for his DSO.

Awards and citations

Distinguished Service Order

Lieut. Louis Arbon Strange, M.C., D.F.C.

For his exceptional services in organising his wing and his brilliant leadership on low bombing raids this officer was awarded the Distinguished Flying Cross not long ago. Since then, by his fine example and inspiring personal influence, he has raised his wing to still higher efficiency and morale, the enthusiasm displayed by the various squadrons for low-flying raids being most marked. On 30th October he accompanied one of these raids against an aerodrome; watching the work of his machines, he waited until they had finished and then dropped his bombs from one hundred feet altitude on hangars that were undamaged; he then attacked troops and transport in the vicinity of the aerodrome. While thus engaged he saw eight Fokkers flying above him ; at once he climbed and attacked them single-handed; having driven one down out of control he was fiercely engaged by the other seven, but he maintained the combat until rescued by a patrol of our scouts.

 London Gazette, 7 February 1919[24]

Military Cross

Second Lieutenant (temporary Captain) L. A. Strange, The Dorsetshire Regiment and Royal Flying Corps.

For gallantry and ability on reconnaissance and other duties on numerous occasions, especially on the occasion when he dropped three bombs from a height of only 200 feet on the railway junction at Courtrai; whilst being assailed by heavy rifle fire.

— London Gazette, 27 March 1915[15]

Distinguished Flying Cross

Lieut. Louis Arbon Strange, M.C. (Dorset R).

To this officer must be given the main credit of the complete success attained in two recent bombing raids on important enemy aerodromes. In organising these raids his careful attention to detail and well-thought-out plans were most creditable. During the operations themselves his gallantry in attack and fine leadership inspired all those taking part.

— London Gazette, 21 June 1940[39]

Bar to the Distinguished Flying Cross

Pilot Officer Louis Arbon Strange, D.S.O., M.C., D.F.C. (78522), R.A.F. Volunteer Reserve.

Pilot Officer Strange was detailed to proceed from Hendon to Merville to act as ground control officer during the arrival and departure of various aircraft carrying food supplies. He displayed great skill and determination whilst under heavy bombing attacks and machine-gun fire at Merville, where he was responsible for the repair and successful despatch of two aircraft to England. In the last remaining aircraft, which was repaired under his supervision, he returned to Hendon, in spite of being repeatedly attacked by Messerschmitts until well out to sea. He had no guns in action and had never flown this type of aircraft previously, but his brilliant piloting enabled him to return with this much needed aircraft.

John Hannah VC

John Hannah was born on 27 November 1921 in Paisley Scotland and joined the RAF in 1939.

After being trained as a wireless operator and air gunner in 1940 he was promoted to sergeant and assigned to 83 Squadron which flew Handley Page Hampden bombers.

At the age of 18 John Hannah become the youngest recipient of the Victoria Cross for aerial operations during the Second World War.

Victoria Cross citation the London Gazette 1 October 1940

The King has been graciously pleased to confer the Victoria Cross on the undermentioned officer in recognition of most conspicuous bravery.

652918 Sergeant John Hannah

On the night of 15th September 1940, Sergeant Hannah was the wireless operator/air gunner in an aircraft engaged in a successful attack on an enemy barge concentration at Antwerp. It was subjected to intense anti-aircraft fire and received a direct hit from a projectile of an explosive and incendiary nature which burst inside the bomb compartment.

A fire started which quickly enveloped the wireless operators and rear gunners’ cockpit, and as both the port and starboard petrol tanks had been pierced there was grave risk of the fire spreading.

Sergeant Hannah forced his way through to obtain two fire extinguishers and discovered that the rear gunner had had to leave the aircraft. He could have acted likewise through the bottom escape hatch or forward through the navigator’s hatch but remained and fought the fire for ten minutes with the extinguishers and beating the flames with his logbook when these were empty.

During this time thousands of rounds of ammunition exploded in all directions and was almost blinded by the intense heat and flames but had the presence of mind to obtain relief by turning on the oxygen supply. Air admitted through the large holes caused by the projectile made the bomb compartment an inferno and all the aluminium sheet metal on the floor of the airman’s cockpit was melted away leaving only the cross bearers.

Working under these conditions which caused burns to his face and eyes Sergeant Hannah succeeded in extinguishing the fire. He then crawled forward and ascertained the navigator had left the aircraft and passed the latter’s log and maps to the pilot. This airman displayed courage, coolness and devotion to duty of the highest order and by his action in remaining and successfully extinguishing the fire under conditions of the greatest danger and difficulty enabled the pilot to bring the aircraft to its base.

In late 1941  due to weak health as a result of the severe burns he had sustained John Hannah was discharged from the RAF with a full disability pension, but his health continued to deteriorate.

 After being unable to find a job to support his wife and three young children he became a taxi driver after his aunt borrowed him her car but due to increasing ill health, he returned the car in 1943 and could no longer work. John Hannah died on 7 June 1947, aged 27, at Markfield Sanatorium in Leicester where he had been a patient for four months.


 “No. 34958”. The London Gazette. 1 October 1940. p. 5788

Pathé News 1941

40 years since Warren Point, Narrow Water Northern Ireland

On 27th August 1979 an army convoy of three-ton lorries and land Rovers from the 2nd Battalion the Parachute Regiment (2 Para) drove into a well-planned IRA ambush.

The first explosion (IED) is thought to have been a device weighing half a ton which was concealed under hay on a flat bed lorry. The explosion killed six members of 2 Para travelling in a lorry at the rear of the convoy. 

Warren point
Searching the area

Immediately after the explosion other members of 2 Para cordoned off the area, called for reinforcements and soldiers from the Queens Own Highlanders flew to the scene in helicopters from their base at Bessbrook in county Armagh.

The dead  and injured were being air lifted from the scene when a second explosion killed a further ten soldiers from 2 Para, a lance corporal from the Queens Own Highlanders and his commanding officer.   

After this explosion one eyewitness said they heard heavy automatic fire from the other side of  the canal which forms the border and soldiers returned fire.

RUC Inspector Error McDowell said, “We were patrolling in South Armagh at the time and we got the call to come to Narrow Water… It was just complete devastation, bodies everywhere… The second device detonated as troops raced to those killed and injured by the first…”

One member of 2 Para who survived the attack, Tom Caughey, later told the Irish Sun, “I was in the last wagon and I remember we just came through the roundabout and onto the dual carriageway and it went up… I remember it as a flash and a rumble, the sensation of flying… jettisoned from the three-ton truck…. I found myself coming around and seeing my legs on fire, not really taking it in. Sitting up and looking about… There was carnage everywhere, I couldn’t see anybody actually moving… I kept looking at my legs which were on fire, burning and suddenly a switch went off and I thought to myself, your legs are burning…”

18-year-old Tom Caughey  was being  evacuated by helicopter when the second large IED exploded.

The eighteen soldiers killed at Warren Point

Roll of honour Warren Point  27 AUGUST 1979

Andrews- Corporal Nicholas J, age 24 (2 Para) Married

Barnes -Private Gary I, age 18 (2 Para) Single

Beard- Warrant Officer Walter, age 31 (2 Para)

Blair- Lieutenant Colonel David, age 40 (Queen’s Own Highlanders) Married with two children

Blair- Private Donald F, age 23 (2 Para)

Dunn- Private Anthony G, age 20 (2 Para) Single

England- Private Robert N, age 23 (2 Para) Married with one child

Fursman- Major Peter, age 35 (2 Para)

Giles- Corporal John C, age 22 (2 Para) Married

Jones- Private Jeffrey A, age 18 (2 Para)

Jones, Corporal Leonard, age 26 (2 Para) Married with 18-month-old daughter

Jones- Private Robert D.V, age 18 (2 Para) Single

MacLeod- Lance Corporal Victor, age 24 (Queen’s Own Highlanders)

Rogers- Sergeant Ian A, age 31 (2 Para) Married

Vance – Private Thomas R, age 23 (2 Para)

Wood- Private Anthony G, age 19 (2 Para) Single

Woods- Private Michael, age 18 (2 Para) Single

Ireland- Lance Corporal Chris G, age 25 (2 Para) Married with one child