Belgium,
March 28th, 2016
On the
evening of March 10th, I posted a tongue-in-cheek comment on my
Facebook page about ‘writing about a plane crash while at an airport’. I was
writing and drinking coffee late at night in the departure hall at Brussels
International Airport. Less than two weeks later, the area I was sitting in was
obliterated by two suicide bombers. The accident I was writing about is the
following one:
The Mystery of the Burning Argosy
On March 28th,
1933 (83 years ago today), an Imperial Airways Armstrong Whitworth Argosy II airliner
named “City of Liverpool”, departed Brussels for a flight to London Croydon.
This was the second and final leg of a flight originating in Cologne, Germany.
Approximately 50 minutes later, 4000ft above the town of Klerken, witnesses on
the ground described seeing flames underneath the fuselage, and an object
(which turned out to be one of the passengers) was seen falling from the
aircraft. Moments later an explosion was observed, followed by separation of
the tail of the aircraft. The Argosy crashed nearly vertically into a field
behind the Esen Castle just outside Diksmuide (Dixmude), Belgium. At 13:27 all
fifteen on board were dead. At the time it was the deadliest accident in
British civil aviation history. Its cause was never determined.
I first
heard about this accident when I was researching Imperial Airways’s historic
fleet for a graphic novel. Since I currently live less than 10 km from the
crash site, I did some further investigating. Locally, this event is
practically forgotten. This is hardly surprising, and in fact quite forgiveable.
Diksmuide was on the front line of action during World War One, and was almost
completely destroyed during the hostilities. The war left a most overwhelming
imprint in this area, and consequently most historical research centres around the period 1914-18. The
following information is the result of around a year's worth of my own research.
This
accident was a huge event at the time. Almost immediately following the crash,
media speculation was rampant, and all
sorts of crazy stories did the rounds. The police and fire brigade arrived
quickly, followed soon after by members of the press. All possible attempts
were made to keep onlookers at a distance, but this did not prevent occasional
souvenir hunting. Photography at the scene was forbidden by the police, but clever journalists chartered an aircraft and took aerial photos of the scene.
(Photo: The accident aircraft. G-AACI “City of
Liverpool”)
(Photo: The crash site in 1933)
(Photo: The crash site today, taken from
roughly the same spot)
Journalists
speculated, and their suspicions quickly settled on the passenger who had
fallen (or jumped) out of the burning aircraft. His name was Mr. Albert Voss, a
dentist from Manchester, who the press suggested had reason to have set the
airplane on fire in a spectacular murder-suicide. As a dealer in dental
equipment, he would 'surely' have been able to gain access to numerous flammable
substances (the substance the press focused on was Hecolite paste). The fact that burns
were found on his hands did nothing to help. Mr. Voss was also labelled as a
womaniser who had married a woman 25 years younger than him. He was painted as
a gambler who lived large and squandered his money, putting him into perpetual
debt. Allegedly, Scotland Yard had been on his trail for some time, and that of
fellow passenger Louis Dearden, who was said to be his accomplice in a drug smuggling operation. Mr. Voss was himself said to have been a drug addict, having once ended up in the hospital after an
overdose of aspirin. Scotland Yard was alarmed enough by these rumours to have
his funeral halted in the middle of proceedings. They confiscated his body, and
an autopsy was performed as part of a Coroner’s Inquest.
The crash
was investigated by what is now the UK Civil Aviation Authority’s Air Accident
Investigation Branch, or AAIB. The ink of the printed report has faded over the
course of eight decades, but the eyes are drawn to this sobering information on the first page:
The
aircraft, an Armstrong Whitworth ‘Argosy’ series II was constructed in 1929,
and put into service in June of that year. Total flight time on the airframe at
the time of the accident was 4,419 hours. It had flown 90 hours since its last
complete overhaul, after which its Certificate of Airworthiness was renewed. Total
Times on the individual engines had been recorded to the nearest half hour.
The flight mechanic, Mr. W. R. Brown, had signed off the Daily Certificate of
Safety that morning. The aircraft had been maintained and operated to the
appropriate standard, and appears to have been in good working order. The
pilot, Captain Lionel Leleu was very experienced, and had previously served in
the RAF.
Weather
conditions at the time of the accident were very good. According to the
official report:
“There was a clear sky, bright
sunshine and very little wind. At ground level the wind was from the East and
not more than 5 m.p.h.”
The report’s
description of the accident mostly corroborates that of eye witness statements
in the press. On Approaching Dixmude there was a sudden change in engine noise,
followed by a considerable volume of whitish smoke coming from the fuselage.
“A few moments later, while the
aircraft was descending rapidly but only
at a moderately steep glide angle, apparently under control, flames appeared
from, or around, the back half of the cabin and it became obvious that the
machine was already ablaze”
“An object, which was
subsequently proved to be one of the passengers, was then seen to fall from the
machine”
“While it was still a
considerable distance from the ground – possibly as much as 800 feet – the machine
swung to the right, and almost at the same moment the rear portion of the
fuselage broke off. The structural failure was accompanied by a loud report or
what witnesses describe as an “explosion”. Numerous pieces of structure,
articles of luggage and freight and also one passenger (a woman) were thrown
from the machine when it broke in the air, and were subsequently found on the
ground at various distances from the main wreckage”
“The fire which raged on the
ground, fed by petrol from the main tanks, completely gutted the main debris”
The field
in which Mr. Voss fell is less than one kilometre away from where the Argosy
impacted the ground. I would conservatively estimate, that the time that passed
between his jump/fall and the crash was likely on the order of thirty seconds
or less. Whatever the nature of these events, they happened fast.
His body was examined. Again, from the official report:
“The man’s clothes (no overcoat
found on the body) bore little evidence of fire; his boots showed no signs
whatever of heat. His jacket was only slightly singed at one or two places in
front, but was smeared, particularly at the sleeves, with cellulose paint which
appeared to have come from the walls or ceiling of the cabin. (Suggestive of
rubbing contact with burning paintwork of the machine).”
The
inquest, for its part, was met by the Jury with an open verdict. The autopsy and
analysis of his organs produced zero evidence of him having been a drug addict.
No evidence was found of Mr. Voss being mentally deranged, or responsible for
the fire. The only chemicals found on him were the traces of cellulite paint
from the aircraft. No evidence of Hecolite, or any other flammable substance
was found.
The
accident investigators did a thorough examination of the site and of the recovered
wreckage. Recovery (they had been smashed 2 metres into the ground by the impact) and examination of the three engines was accomplished by
technicians from Belgian airline SABENA. Analysis determined that the aircraft
was essentially working fine up to the point of the outbreak of fire. There was
however one area of possible cause in which no evidence could be recorded. The report states:
“NOTE: It was not
possible to arrive at any conclusion regarding the actual pipe-lines of either
the fuel or lubricating systems, as very little of the “Petroflex” tubing had
escaped total destruction by fire”
In the end:
“On the evidence established it
is not possible to arrive at any definite conclusion as to the origin and cause
of the outbreak of fire in the aircraft.”
Many lives
were shattered by this accident. Despite being cleared of wrongdoing by the
courts, the damage to Albert Voss’ reputation, and that of his family, had been
done.
According
to his 1912 English Naturalisation Certificate, Albert Voss was born on the 27th
of November, 1863 in Zulpich, Prussia to
David and Esther Voss. At the time of his naturalisation, he had been married
to Minnie Voss (a Belgian National) for 22 years. He lived with her and
their three children, Hugo, Alfred, and Hilda, on Bignor Street in Manchester. His 1911 Census record shows that they had a total of
seven children together, four of who died. His profession was listed as: ‘Artificial
Teeth Maker’. They must have had some means, as they employed a domestic
servant.
In January
of 1924 Minnie died at age 57. She was buried at the Burial Grounds of the
Manchester Hebrew Congregation. In 1930 he married Jessie Cohen , age 35. In
newspaper articles pertaining to the Coroner’s Inquest, Jessie’s two daughers
Stella, and Winnie Cohen are mentioned. Jessie was severely affected by Albert’s death, and the
drama from the press attention and Coroner’s Inquest. Albert had taken out a £500
life insurance policy for the day of the flight (something which in these days
was not entirely unusual). It is at present unknown whether this was ever paid
out, but if it was, it covered his outstanding debts and obligations only just.
After all was paid, Minnie was left with just over £2 to her name. She sank
into a deep depression and disappeared. Her body was recovered several months
later from a canal. Her cause of death was an open verdict, but the media
speculated suicide.
Even though
the evidence points rather strongly to Mr. Voss being Jewish, there were press
reports of him having made anti-semitic statements while conducting
business on the continent.
According to an article in the Nottingham Evening
Post, April 4th, 1933, the manager of a Belgian dental agency in
Brussels, with which Mr. Voss had dealings said:
“Among the matters we talked of
was the situation in Germany, and he struck me as being particularly
anti-Jewish. I spent the whole of Monday with Mr. Voss and Mr. Dearden, and I
accompanied them on Tuesday morning to the taxi which took them to the
aerodrome.”
I strongly
suspect that he may have made those statements to protect himself, and the
future of his business dealings. We must look at Mr. Voss in the context of
what was happening in 1933. The newspapers that reported about the air disaster
were also full of updates about the Nazis and the increasing persecution of
Jews in Germany. For example, some quotes from the Western Gazette of Friday,
April 7th, 1933:
“MERCILESS PERSECUTION BY NAZIS”
“FLIGHT INTO BELGIUM AND DENMARK”
“JEWS FIRED UPON BY CUSTOMS OFFICIALS”
“Jews fleeing from Germany into
Belgium during the weekend are said to have been fired at by German Customs
officials on the frontier. Many of the refugees, who carried lots of luggage
and large amounts of money, tried to avoid customs by walking through woods not
far from Verviers. A group of 23 were chased by German Customs officials, who
fired many shots at them. The 23 were arrested by Belgian Gendarmerie, but
released by order of the Surte Generale. They were allowed to stay in Belgium,
as it was feared they would be massacred if ordered back. All trains entering
Denmark from Germany were crowded with German Jews. Several hundred arrived in
Copenhagen alone.”
Mr. Voss’
expensive business trips by air could easily be seen as extravagant, but I
really think that by traveling across borders on a British airline, on a
British passport, he effectively protected himself from the increased scrutiny
he would have faced with a German accent in German border control zones. He
would undoubtedly have had to pass through these, had he chosen the cheaper
option of travel by land.
About Mr.
Louis Dearden, his alleged accomplice in smuggling drugs, little information
could be found. According to his 1911
Census record he was married with two kids, and his profession, like Mr. Voss
is listed as ‘Artificial Teeth Maker’. There is another record that shows the
dissolution of his business by mutual agreement with his business partner in
that same year. It is not presently known whether he subsequently went into
business with Mr. Voss. The evidence suggests that he and Louis Dearden were
both in the business of selling dental
equipment, and that business trips abroad were hardly an unusual activity.
I think
some ‘event’, not of Mr. Voss’ doing caused a fire aboard the Argosy and spread
rapidly. He probably saw his life flash before his eyes, realised the situation
was not survivable, and – as he was seated at the very back near the door - made
the rather depressing decision that jumping out of the aircraft would give him
a faster death than being roasted.
(Photo: The field in which Mr. Voss’s body fell)
Among the
other passengers several notable stories stand out. Particularly tragic is that
of Hugh McIlrath (age 22) and his sister Catherine (age 19) from Sydney,
Australia. Catherine had attended Cheltenham Ladies College in Gloucestershire. From Hugh's old school:
“It is with regret that we
record the death of Hugh McIlrath, who, with his sister Catherine, was killed
in an aeroplane accident near Dixmude, Belgium, on 28th March last.
He had been escorting his sister on various trips to the Continent, and was
then returning to London, whence they were both to sail for Australia.
As Hugh had spent eight years at
Shore, he was well known to the younger generation of Old Boys, with whom he
was always popular. He was very likable, as he was clean and wholesome, with an
instinctive knowledge of the right thing to do at all times. He was appreciated
as well by the masters, who were often secretly amused by the bluff he failed
to carry off when his work was unprepared, but no one could be angry with him
for long, as he was such a good boy and took his defeat in such good part.”
-From The Torch-Bearer, May 1st,
1933 (Publication of Sydney Church of England Grammar School)
Their
father, William McIlrath came from humble beginnings, having been born in
Banbridge, Down, Ireland, son of a farmer. He and several brothers emigrated to
Australia where they became successful business owners and philanthropists.
He and his wife funded a new hospital building that became known as the Hugh and Catherine McIlrath Centre for Pathology in 1935.
The woman
who was thrown from the aircraft when the explosion took place was Valerie
Forrester Thomson (age 28). Her body bore gruesome evidence of having been engulfed in fire above the waist.
Valerie was born in Johannesburg, South Africa in December of 1903. Her
father, George Forrester Thomson worked in the insurance business there. After
serving in World War One, Mr. Thomson remained on the Continent to help take
care of the war graves. He died in Brussels in 1928, where he lived in a house
on Avenue des Saisons in Ixelles with Valerie and her sister Mary. Valerie
remained in Brussels until at least 1932 when she moved to Henley-on-Thames. She
and her cousin took over the Elizabethan House on Hart street
where they ran a successful tea room and boarding house. The building still
exists, and now houses a Thai restaurant.
“AIR CRASH VICTIM’S FUNERAL”
“The funeral of Miss Valerie
Forrester Thomson, of Hart Street, Henley, took place very quietly at Henley
Cemetery on Monday Morning. The service, which was of a very simple character
and conducted by the Rector of Henley (Canon A. E. Dams, R. D.), was attended
by members of the family and a few local residents. There was a wealth of
floral tributes, among which was a wreath from Imperial Airways, Ltd., the
company owning the ill-fated craft, “The City of Liverpool.” “
At 16,
Lotte Voss was the youngest person aboard the flight. After the accident, the
press immediately assumed she was Albert Voss’s niece, adding to the fury of
the public that he would be a bad enough person to set fire to an aircraft that
was carrying his own young relative. It quickly became apparent that the two were no
relation of each other. Lotte was a student at Ivy House School in Wimbledon
Commons, and was travelling alone from her home in Barmen near Cologne. The
school’s principal, Mrs. Leeson, was waiting for her arrival at Croydon. The
Yorkshire Post, April 5th, 1933 reports:
“Fraulein Lotte Voss, the
19-year-old* Barmen girl, who was killed in the liner disaster, was buried at
Barmen yesterday, says a Reuter message from Cologne. A pathetic figure at the
gravesite was her father. In a death notice published in a Cologne newspaper
Herr Voss described his daughter as “My dearest, my first, and last, my Lotte.”
(*all other
sources report her age as 16 years of age)
The
question now is, where do I go from here? In researching this accident for the
past year, many questions have come up with every new piece of evidence I have
found. From the official accident report, it is clear that everything was done
to try and pinpoint a cause with the technology that was available to
investigators of the 1930s. If this accident had happened this year, there
would have been many more tools available for analysis, and I am convinced that
a cause could probably be found. Is there still potential evidence in the
grounds behind Esen Castle? And would any of it be in good enough state to lend
itself to modern analysis techniques? I very recently contacted BAe Systems (the company into which Armstrong Whitworth was absorbed),
and inquired about the possibility of acquiring copies of the Argosy’s
blueprints and purchasing the Type Certificate.
I
personally suspect that a bird strike may have ruptured multiple fuel lines
(most of which were destroyed by the post-impact fire, as was noted in the
report). For a cabin to turn into a raging inferno in less than a minute takes
a highly combustible substance, and fuel mist spraying into the cabin is in my
mind the most probable scenario. A build-up of fuel vapour is also a possible explanation for the explosion that blew the tail
off the aircraft. Forensic analysis turned up no evidence of a bomb having
exploded on board. To determine the plausibility of this, would require building at
least a partial Argosy reconstruction and testing it under simulated conditions.
I focused on the five people with whom I felt the strongest
connection in writing this article, but have uncovered background stories
on most of the others. Their stories all deserve to be told in as much detail as possible. The full story of what
happened to the City of Liverpool can only be told in a proper book and that
is what I will strive to produce in the future.
Acknowlegements:
-First and
foremost I would like to thank the staff of the UK Civil Aviation Authority –
Air Accident Investigation Branch, who kindly declassified the original 1933
report and provided me with a high quality electronic copy, as well as a report
for another (non-fatal) accident with an Argosy. The report was my primary
source, against which all other information and evidence was weighed.
-Chris
Vandewalle of the City Archive of Diksmuide, who provided me with copies of
eye-witness accounts, and copies of the death certificates of the passengers
and crew.
-Kelly Atkinson,
for her help with research.
-Fiona
Price, for her encouragement.
-Monica Goemaere, of B&B Esen Kasteelhoeve (www.esenkasteelhoeve.be). Valerie Forrester Thomson’s body fell on what
is now her land. The B&B is wonderful and I can highly recommend it. When
you visit, be sure to leave a flower or two in ‘the spot’.
-Dr. Pamela
Greenwood, of the Wimbledon Museum
-Alexandra
Cropper, of the Manchester Jewish Museum
-Anna
Vuylsteke, the 100 year old nursing home resident who gave me her personal
account.
-Mariette
Broker, for her insights.
-Paul O’Shea,
of the UK Metropolitan Police
-Peter
Verplancke, of the Ijzertoren Museum
-Joost
Freys
-Filip
Boury, Archivist at Esen Castle
-Mr. A
Gysel, local Diksmuide Historian
-Jim Davies
& Keith Hayward of the British Airways Museum
-Anyone who
I may have forgotten
Sources:
-UK
CAA-AAIB Report of the March 28, 1933 accident with Armstrong Whitworth
Argosy-II G-AACI “City of Liverpool” at Dixmude, Belgium
-Stadsarchief Diksmuide - Documentatiedossier 'City of Liverpool'
-Stadsarchief Diksmuide - Gemeent archief Esen, burgerlijke stand, 1933
-Stadsarchief Diksmuide - Documentatiedossier 'City of Liverpool'
-Stadsarchief Diksmuide - Gemeent archief Esen, burgerlijke stand, 1933
-Transcripts
of local eye witness accounts
-Official
death certificates of all 15 passengers and crew
-‘Contact’
article about the crash. Newsletter of the Belgian Aviation History
Association. Author: Frans van Humbeek.
-The
Evening News, March 29, 1933
-The Sydney
Morning Herald, Wednesday April 5th, 1933
-The
Nottingham Evening Post, April 4th, 1933
-The
Lancashire Daily Post, April 27th, 1933
-The
Aberdeen Press & Journal, March 30th, 1933
-1911
Census records for Albert Voss
-UK
Naturalisation record for Albert Voss, 1912
-Burial
record for Minnie Voss, 1924
-Albert
Voss Marriage Index (2nd marriage to Cohen)
-1911
Census record for Louis Dearden
-Business
dissolution notice for Louis Dearden, 1911
-1911
Census record for George Forrester Thomson
-Two local
newspaper clippings from Henley on Thames, supplied to me by the Henley Library
-The Sydney
Morning Herald, March 30th, 1933
-The
Torch-Bearer, May 1st 1933 issue: www.shore.nsw.edu.au/file.php?fileID=2848&dl=1
-McIlrath,
William (1876-1955) Australia Dictionary of Biography, Volume 10, 1986
-Certified
Extracts of Death, made to the Registrar General for England from the
Undersigned British Consulate for the year ended 31st December, 1928
– Death with the district of the British Vice Consulate in Brussels.
-The Courier
and Advertiser, April 5th, 1933
-The
Evening Telegraph, April 27th, 1933
-The
Citizen, April 4th, 1933
-The Evening
Telegraph, August 23rd, 1933
-The
Sunderland Echo, April 5th, 1933
-The
Yorkshire Post, April 5th, 1933
-The
Evening Telegraph, March 30th, 1933
-The Derby
Evening Telegraph, March 30th, 1933
-The
Lancashire Daily Post, March 29th, 1933
-The
Evening News, March 29th, 1933
-The
Western Gazette, April 7th, 1933
-The
Western Gazette, March 30th, 1933