543 SQUADRON RECOGNITION
Recognition as "NUCLEAR TEST VETERANS" those RAF personnel of 543 Squadron (both aircrew and groundcrew) who were tasked to fly their Victor B2(SR) aircraft through the debris of FOREIGN nations "nuclear test clouds", to collect air samples of the Chinese and French Nuclear test programmes.
1. Summary
2. 543 Squadron Air Sampling of French Nuclear Tests
3. 543 Squadron Air Sampling of Chinese Nuclear Tests
4. Air Sampling Operations of Foreign Nations
5. Clarification - 543 Sqn Valiant and Victor Aircraft Roles
6. Safety Precautions for Working on Contaminated Aircraft
7. Victor aircraft returned to RAF Wyton contaminated
8. Victor aircraft sampling of Chinese tests CHIC-3 to CHIC-7
9. 543 Aircrew - Exposed to and Contaminated by Ionising Radiation
10. Aircrew accounts of Nuclear Cloud air sampling missions
11. The Crew Chief (The Most Important Man in the 6th Seat)
12. Reports of CANCER among ex 543 Sqn personnel 30 years on
13. The Guardian Article 2010, RECA and 543 War Pension Claims
14. USA Radiation Exposure Compensation Act (RECA)
15. UK War Pensions Scheme (WPS)
16. MoD Factsheet No.5 – UK Atmospheric Nuclear Weapons Tests
17. Last Upper Atmospheric Nuclear Tests & 543 Sqn Disbandment
18. Comments from Widow Lucy Cammish 2023
1. Summary
In 2023, the Tory government admitted that the new Veterans Nuclear Test Medal for Britain's Cold War heroes would not go to some of those who ran the biggest risks; those who flew top secret missions through the nuclear weapons of FOREIGN powers and those who, knowingly or unknowingly, worked on contaminated aircraft and/or who decontaminated planes, have been barred from collecting the gong.
Aware that hundreds of veterans have been intentionally cut out of the criteria, on the 17 April 2023 in a Parliamentary written question for the Ministry of Defence, under subject matter “Veterans: Radiation Exposure”, Shadow Defence Secretary at the time John Healey raised the following question: To ask the Secretary of State for Defence, whether veterans who served as (a) pilots and (b) ground crew for 543 Squadron to track and photograph nuclear tests conducted by other nations will be eligible for a Nuclear Test Veteran Medal.
This question although well intentioned was factually incorrect; in that 543 Squadron Victor
B2 (SR) aircraft, based at RAF Wyton, did not track and photograph, but tracked and air
sampled debris from Chinese and French Nuclear Test Clouds from 1966 until 1974.
In his answer dated 24 April 2023, Dr Andrew Murrison (Conservative, South West Wiltshire), compounded this error by stating “The eligibility criteria for the Medal” do not, therefore, include personnel:
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who contributed to the test programme remotely from the UK,
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personnel who were present at underground tests in the United States,
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personnel who tracked and photographed nuclear tests conducted by other nations.
Mr Healey in response said: "This decision is unnecessarily divisive and dismissive. It's high time ministers recognised the pride our UK veterans feel about their part in the early nuclear test programmes." It is alleged that a Labour source confirmed that if the party gained power, it would broaden the medal criteria to include those who had been blocked from claiming it.
The Nuclear Veterans Test Medal was announced by the Prime Minister in November 2022, and originally covered everyone in the UK and Commonwealth, servicemen and civilians, who were in the nuclear testing grounds under UK command between 1952 and 1967 (15 years) and/or air sampled the 45 nuclear test clouds of the British Nuclear Weapons Testing programme to determine yield.
As a comparison, between 1966 and 1974 (8 years), RAF 543 Squadron flew through and air sampled 40 nuclear test clouds of FOREIGN nations. These air sampling missions were exactly the same as those of the British Nuclear Weapons Testing, yet 543 Squadron personnel are still not recognised as Nuclear Test Veterans, despite the fact that some have been awarded government War Pensions due to health problems associated with exposure to ionising radiation.
There were aircrew who flew in sampling aircraft whose cockpits were contaminated.
There were Crew chiefs and groundcrew that worked on and wiped down contaminated
aircraft on detachment at Lima, Peru. When the Victor Aircraft returned to RAF Wyton they
were still contaminated with radioactivity and they were decontaminated by washing by
groundcrew. Many groundcrew were unaware of the levels of radioactivity on the aircraft.
Following the general election in July 2024, an urgent review of the eligibility criteria for the medal was ordered by the new Defence Secretary John Healey, aimed at “broadening recognition for those who participated in nuclear testing efforts with the UK’s closest ally. The change reflects the government’s commitment to acknowledging those who served in these pivotal roles”.
It is obvious from the above content that, the true extent of 543 squadrons involvement is not recognised. For example, the lists of nuclear tests involved with the British Nuclear Weapons Testing programme can be easily found on the internet on numerous web sites, yet the list of FOREIGN tests air sampled by the RAF from 1966 is not. In fact, it is currently non-existent.
RAF Nuclear Test Veterans involvement didn't stop in 1967. In fact, it continued for 43 years:
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543 Sqn (RAF Wyton) Victors sampled nuclear test clouds of foreign nations from 1966 to 1974
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27 Sqn (RAF Scampton) Vulcans sampled nuclear test clouds of foreign nations from 1975 to 1982
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101 Sqn (RAF Brize Norton) VC10s sampled nuclear test clouds of foreign nations from 1982 to 2009
In May 2009, a 101 Sqn VC10 Tanker (K3 Variant) was sent to Kadena Air Base, Japan, to collect information on a North Korean nuclear test.
I, as the author of this document consider myself to be a Nuclear Test Veteran who in 1968
was a Cpl Instrument Fitter on 543 Sqn at RAF Wyton, who was detached to Lima
International Airport for 3 months on Operation WEB, where our 2 Victor aircraft flew
through the radioactive debris of mushroom clouds following 5 Nuclear Tests of France in
the Pacific.
The main aim of this document is to present data; found on the internet (Wikipedia), in files from the National Archives and from personal comments found on social media sites and forums such as Facebook. I feel that I am in a unique position to accomplish this as I believe it would be difficult for anyone without the experience of working on Valiant and Victor aircraft of 543 Squadron for 5 years, to coordinate all this information into meaningful text and content. For example, included in this document is a list of FOREIGN nuclear tests sampled by 543 squadron, hopefully for the MoD and the general public to be aware and appreciate the full extent of what occurred, particularly for those who have been unaware of these previously classified “SECRET” operations.
Where appropriate, content will contain cross references and hyperlinks to source information. It is appreciated that some information may appear sensitive to those people who have gone public on personal matters, however having been personally involved in a RAF “sniffing” operation, I feel it is essential to include this data.
2. 543 Squadron Air Sampling of French Nuclear Tests
Between 1966 and 1974, 543 Squadron Victor B2(SR) aircraft, flew through the debris clouds of the French (MORUROA ATOLL) Pacific Nuclear Tests. The RAF operations were called Web (1968), Alchemist (1970), Attune (1971) and Vellum (1974). A total of 27 tests.
This information was coordinated from source data taken from the National Archives “AIR 27/3202 No 543 Squadron: Operations Record Book. With appendices opened in 1996 1966-1971” and Wikipedia “French Nuclear Tests”.
To put this into perspective the number of UK Atomic tests in Australia and the Pacific named (Hurricane, Totem 1, Totem 2, Mosaic 1, Mosaic 2, Buffalo 1, Buffalo 2, Buffalo 3, Buffalo 4, Antler 1, Antler 2, Antler 3, Grapple 1, Grapple 2, Grapple 3, Grapple X, Grapple Y, Grapple Z1, Grapple Z2, Grapple Z3 and Grapple Z4) a total of 21 tests.
In addition, the UK Government was also involved with Operation Dominic where the following 24 tests named (Adobe, Aztec, Arkansas, Questa, Yukon, Mesilla, Muskegon, Encino, Swanee, Chetco, Tanana, Nambe, Alma, Truckee, Yeso, Harlem, Rinconada, Dulce, Petit, Otowi, Bighorn, Bluestone, Sunset, and Pamlico) were carried out, making the grand total of 45 UK nuclear tests.
3. 543 Squadron Air Sampling of Chinese Nuclear Tests
Between 1966 and 1974, 543 Squadron Victor B2(SR) aircraft, flew through the debris clouds of the Chinese . (LOP NUR) Nuclear Tests. The RAF operations were called Special Flight 5752 (1966) Wig (1969), Median (1970), Radius 1,2 & 3 (1971-72) and Aroma 1-3 (1973 – 74). A total of 13 tests (to be verified).
Having air sampled 27 French Nuclear Test Clouds, with these additional sniffing operations of the Chinese Tests, this amounts to a grand total of 40 Nuclear Tests of FOREIGN nations being sampled by 543 sqn.
4. Air Sampling Operations of Foreign Nations
There are numerous web sites providing evidence of the UK Governments record of the “British Nuclear Weapons Testing”; none better than the list on the “Centre for Health Effects of Radiological and Chemical Agents (CHRC) for Veterans” web page. This list contains data of the 45 British Nuclear Tests; many if not all of which would have been air sampled by RAF aircraft and crews between 1952 and 1962. Source: https://chrc4veterans.uk/knowledge-hub/british-nuclear-weapons-testing/
In my research, I have found little evidence on the Internet of the Foreign Nuclear Tests that were sniffed by the RAF from 1966. If 543 Squadron personnel wish to be recognised by the UKGOV as Nuclear Test Veterans then one must appreciate that, 51 years on from their last sniffing operation, they are not even on the same playing field as the current recognised nuclear test veterans, and therefore are disadvantaged in many aspects in achieving their objective of recognition.
It has therefore has been my aim to collate all available information that I have found, into a format that can be compared alongside and against the “CHRC4Veterans” list, which hopefully the MoD and Veterans Minister cannot ignore. My research project hasn’t been easy.
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For a start, although I was in Lima Peru in 1968, I didn’t know that the 3-month detachment was called Operation WEB.
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In addition, although I had been on 543 squadron at RAF Wyton from 1964 to 1969, I was also unaware that in 1966 a Victor aircraft of 543 under code name “Special Flight 5752” sampled a Chinese nuclear test (CHIC 3) flying out of RAF Tengah in Singapore. In fact, my roommate at RAF Wyton, who I am still in contact with, has recently told me that he participated in and witnessed 3 or 4 departures of 543 squadron Victors with sampling pods on, bound for the Far East between 1966 and June 1967. He remembers this well, as he was on all of the decontamination aircraft washes following their return to RAF Wyton. He was surprised that I didn’t know this fact even though I was involved in two aircraft washes myself. I remember that at the time, I had thought that this was just a normal maintenance activity – how wrong I was! On reflection, I have always thought that Operation Web in 1968 was the first time that 543 Victors had flown through the debris of a Nuclear Test Cloud – once again how wrong I was!
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Having discovered that The National Archive Library at Kew, held a document “AIR 27/3202 No 543 Sqn Operations Record Book from 1966 to 1971” which was classified an “Open Document, Open Description” file, I visited the National Archives in January 2025, only to find that the document had been booked out by the Government. By whom and when it would be returned, the staff at the National Archive couldn’t provide me with an answer. As it had not been digitised, I could not even download a copy. Thankfully an email to Susie Boniface resulted in an electronic copy of Air 27/3202 being sent to me in an attachment. First of all, I was glad to see that the first document on file was on Special Flight 5752 and it was also good to see that my rank and name Cpl Fagg B P was on file as being present on Operation Web in 1968. Document Air 27/3202 also provided me with information on Operation Median and 543 squadrons detachment to Shemya AFB.
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With regards to Operation Attune in 1971, an account by Mike Beer on his role as Air Electronics Office (AEO) can be found on the Bruntingthorpe museum web site. Sadly, the last notification on this web site was on the 21st March 2021. How long will this web site remain online? When access to it disappears, another source of historical data on 543 Squadron will be lost. https://www.victorxm715.co.uk/operation-attune/
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With regards to Operation Aroma 3 (sniffing the Chinese from USAF Midway June 1974) and Operation Vellum (sniffing the French from Lima, June to September 1974) the dates fell after the “Official” disbandment of 543 squadron, (parade, photographs and all) which was held in May 1974. Further investigation revealed that although the squadron disbanded, 3 Victor B2(SR) aircraft, modified for air sampling, remained at RAF Wyton until the sniffing Operations - Aroma 3 and Vellum was completed. The 3 aircraft (XL161, XL165, and XL193) and personnel were simply known as the “Victor Flight”. Originally 4 Victor B2(SR) aircraft were modified for air sampling, but XL230 was sadly lost in a landing accident at RAF Wyton on the 10 May 1973.
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Finally, my aim to find all of the 543 squadrons Operations relating to sniffing nuclear tests of foreign nations couldn’t have been achieved without documentation written by Professor Busby, an expert on the health effects of radiation exposure on people, who had placed documentation on the [SCRIBD] “PAYWALL” website relating to his participation in successful war pensions claims and appeals for ex-543 squadron members Colin Duncan and John Cammish.
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Colin Duncan, as well as being an ex-543 member who experienced a sniffing detachment, he is also a Christmas Island test veteran. He has been, and still is, an advocate to get recognition of 543 personnel as Nuclear Test Veterans.
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John Ramon Cammish was a Victor B2(SR) Crew Chief who was on numerous 543 sniffing operations from 1969 to 1974. In an appeal document, Professor Busby lists all of the 543 operations and dates which John Cammish was on. This information has been invaluable and has allowed me to complete, to the best of my ability, the list of nuclear tests of foreign Nations sampled by 543 Squadron.
I would like to think that through my actions, 543 Squadron personnel are now on the same playing field, and hopefully will be treated in the same way and (in accordance with the Armed Forces Covenant) achieve equal status to those already recognised under the current eligibility criteria for Nuclear Test Medals.
For comparison purposes, the following lists contain the 45 British Nuclear tests between 1952 and 1962 and the 40 Nuclear Tests of Foreign Nations, which have been air sampled by RAF 543 Sqn Victor aircraft between 1966 and 1974 is below.
5. Clarification - 543 Sqn Valiant and Victor Aircraft Roles
543 squadron was based at RAF Wyton from 1955 to 1974. From 1955 until 1965 the squadron was equipped with Valiant (PR) Photo-Reconnaissance variant aircraft. In October 1964, a major defect was discovered in nearly all of the Valiant fleet resulting in all aircraft (including those on 543 squadron) being grounded on the 26 January 1965.
543 sqn were then re-equipped with Victor B2(SR) aircraft which had 3 roles: Photographic, Maritime reconnaissance and Air Sampling (Sniffing).
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The Photographic role took a back seat as this could be carried out by a Canberra aircraft at a lower price. Hence the fact VICTORS SNIFFED BUT DIDN’T TAKE PHOTOGRAPHS.
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It should be appreciated that the Valiants didn’t have an air sampling (Sniffing) capability, they basically took photographs. Hence the fact VALIANTS TOOK PHOTOGRAPHS BUT DIDN’T SNIFF
Yet both 543 squadron Valiants and Victors were involved with Nuclear Tests:
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VALIANTS with BRITISH tests, and
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VICTORS with FOREIGN tests.
In 1957, two Valiants and support groundcrew went to Australia under an Operation ANTLER directive to photograph BRITISH Nuclear tests at Maralinga from high altitude. The groundcrew as well as servicing the aircraft were invited to witness one of the tests which they did. This participation meets the current eligibility criteria for the Nuclear Test Veterans medal. In fact, a member of the Justice for Nuclear Test Veterans forum and ex-543 Sqn; Brian Crank posted his experience on Operation ANTLER and applied for the medal.
The current objective for recognition of 543 Sqn personnel as Nuclear Test Vets is applicable to 543 personnel who served on the VICTOR aircraft squadron (from 1964 to 1974), due to their involvement with Nuclear Tests of FOREIGN nations. Hopefully the guide I have produced (attached) will be of interest and useful.
6. Safety Precautions for Working on Contaminated Aircraft
543 Valiants Operation Antler - Maralinga 1957
It has been a surprise to find that 543 Sqn VALIANT personnel were also involved with nuclear tests albeit with BRITISH ones; not air sampling but in a photographic role. In 1957, three aircraft, a Comet and two Valiants (ZW391 and WZ392) plus 543 personnel were detached to RAAF Edinburgh Field, South Australia to partake in Operation Antler which was testing new, light-weight nuclear weapons. Three tests were conducted at Maralinga in this series:
• Antler 1 Tadje (0.93 kilotons) 14 September 1957 (Tower)
• Antler 2 Biak (5.67 kilotons) 25 September 1957 (Tower)
• Antler 3 Taranak (26.6 kilotons) 9 October 1957 (Balloon)
Canberra aircraft carried out sampling and tracking duties, Varsity aircraft carried out radiological surveys and medium height cloud tracking and the two 543 Valiant’s were used to photograph the tests from high altitude (PR Mk.1 variants could carry up to 8 cameras in the bomb bay). One cannot dismiss the high probably that the aircraft were contaminated and also the possibility that the aircraft groundcrew were subject to radiation exposure. One must not forget those “photo trades” servicemen who loaded and unloaded the film, and as previously stated, these and the 543 sqn VALIANT personnel who were directly involved in ANTLER meet the existing criteria eligibility as Nuclear Test Veterans.
I was posted to 543 Sqn at RAF Wyton in August 1964 having graduated as an Instrument fitter from RAF Halton (99th Entry). When I arrived on base, I found that the squadron was detached on Operation Pontifex carrying out a photographic mapping survey of Rhodesia - this was to be 543 Valiant Squadrons swansong. The reason being is that on the 6th August the crew of Valiant WP217 from 232 OCU, felt what appeared to be a large impact when flying a training mission. Incredibly, with the starboard wing's rear spar seriously fractured a successful landing was made. After this incident an emergency spar inspection programme was put into place and the enormity of the problem was soon apparent, the majority of Valiant’s, mainly PR variants, had significant stress fractures. 543 sqn ceased flying in October 1964 and all Valiant’s were grounded in January 1965. My time on Valiant’s was therefore brief and soon, along with the other groundcrew, I found myself on various courses pending the arrival of the Victor aircraft. Recommended reading:
• The history of 543 sqn from 1955 to 1974 - Memories of Valiant’s to Victors
https://www.rafpa.org.uk/424292/84aug22.pdf
• 543 Squadrons Finale - Air Clues Magazine Operation Pontifex
http://543sqn.org.uk/OperationPontifexAirClues.pdf
Whilst researching the ANTLER test series, I came across posts on this Justice for Nuclear Test Veterans Facebook site, one from Brian Crank (ex-543 groundcrew) and another by John Scully (posted 1 August 2022) who tells of his two postings to Australia; the first in 1957 when he served at Maralinga on the Antler tests, and then in 1959 when he returned to join 76 squadron Canberra’s at RAAF Edinburgh Field on what was called "Holding Unit". John Scully stated:
On the Antler tests I'd seen the Canberra’s (which had flown through the bomb cloud to
take samples) being worked on by ground crew with no protective clothing. On arrival on
my second tour of duty in 1959 I was amazed at the precautions that were now in place to
service the Canberra’s. The aircraft were serviced in a special fenced off compound, the
ground crew had full protective clothing and had to go through a decontamination unit as
they left the compound. On one occasion a crew member, after several showers, still had a
high reading of radioactivity in his hair. He had to have his hair shaved off to get rid of it.
There was a cleaning process for contaminated aircraft parts that had to be removed. If
they couldn't be decontaminated, they were disposed of in sealed 45-gallon drums. Had the
boffins finally realised that the service personnel were in real danger of being contaminated?
543 VICTORS OPERATION WEB – LIMA, PERU 1968
My reaction to this post by John Scully was astonishment! This was in 1959 and nine years later in July 1968 I was at Lima international airport (Operation WEB), standing next to the Victor Crew Chief who was marshalling his aircraft (which had just flown through the first French nuclear test cloud that 543 squadron had sampled) into its parking slot. With us was an NCO, presumably from AWRE, holding a radiation monitor. All three of us were wearing our working blue uniforms. With the aircraft parked the radiation monitor was switched on and we both watched in horror as it went full scale! Whilst the Crew chief went to the aircraft, we began walking backwards until the monitor backed off full scale and noticing the distance we were from the aircraft I realised this was not a good place to be. I witnessed my Instrument mechanic and fellow groundcrew going about their normal “after flight” maintenance tasks oblivious to the high levels of radiation, none were wearing protective clothing, just their denims and they were bare handed.
In hindsight, what were AWRE and the MoD thinking! Where was the accumulative knowledge
that had been gathered from operations ANTLER 1957 to DOMINIC 1962, and documented
precautions to take and how to safely work on radioactive contaminated aircraft that had just
flown through a nuclear test cloud, and how to decontaminate it?
7. Victor aircraft returned to RAF Wyton contaminated
Previously I had written an article for the Haltonian (RAF Halton Apprentices Association) magazine, called “Nuclear Test Medal Eligibility Criteria - A Penney for your thoughts”, which can be found on the LABRATS Blog.
In the article I wrote in detail about witnessing the arrival of the first Victor B2(SR) aircraft at Lima International Airport, having successfully sampled the debris cloud of a French nuclear test, and the subsequent response of the AWRE representative, who when questioned about the high level of radiation on the Victor, responded “DON’T WORRY, THIS STUFF JUST WASHES OFF”. I also wrote about discovering the tea making facilities, in our make shift crew room in a cargo shed, which was (unbeknown to us) located on the top of a metal barrel containing radio-active denims. I also described how groundcrew had to mount a 12-hour guard, sitting in a Land Rover located between the 2 Victor aircraft, one of which had flown through a debris cloud from a French nuclear test that had a yield of 2.6Mt.
I finished my Lima experience by stating: “I was glad to see the end of the detachment and to return to RAF Wyton after three months in Peru”. Back at RAF Wyton and following a spell of leave I returned to work and it was though nothing had changed; everyone was going about their business as normal. Had the aircraft been washed and decontaminated, and if so by who? The only visual evidence of the Peru detachment, was that the aircraft Sextants and Periscopes had radiation readings written on them in yellow opaque lacquer.
Well thanks to my first viewing of document Air27/3202, 543 operations 1966 – 1971, my question has been partially answered. On the return journey from Lima to RAF Wyton, aircraft XL161 and XL193 had stopped over at USAF Ramey Air Force Base in Aguadilla, Puerto Rico to be decontaminated.
OFFICIAL CONFLICTING STATEMENTS IN THE SAME FILE
Amusingly there are conflicting accounts on the success of the decontamination process on both aircraft contained within the A27/3202 file.
The first report simply states:
“The external skin on both aircraft was brought to a safe condition within Radiac Safety limits.
The complete process was supervised by a Sqn Leader of AWRE”.
The second report states:
“The cleaning parties, provided from RAMEY personnel, continually employed on such duties, spent some
95 manhours on XL193 and 140 manhours on XL161. Even after this comparatively severe cleaning action
both aircraft were still outside the permissible limit for unrestricted access on the outside services.
No attempt was made at RAMEY to decontaminate engines internal areas or components (This would have
been a completely unacceptable task for such a unit). A full report of the action taken by RAF Wyton after the two aircraft had returned, contained in a separate report, will be forwarded by RAF Wyton”.
To summarise, the two Victor Aircraft had returned to RAF Wyton from Operation WEB with external surfaces outside the permissible limit for unrestricted access, and the engines internal areas were still contaminated. One can only guess if 543 groundcrew were involved with washing the aircraft when they had returned to Wyton and what measures were taken with regards to the still contaminated engines. What were the squadron personnel told about safety precautions that should be taken (especially by the Engine Fitters), or were they left in ignorance?
The bottom line is that between 1966 and 1974, groundcrew of 543 squadron didn’t need to go on air sampling detachments of Test Clouds of FOREIGN nations to become exposed to Ionising Radiation. THE AIRCRAFT BROUGHT IT HOME, EVEN IF ATTEMPTS WERE MADE TO DECONTAMINATE THEM (BY EXPERIENCED USAF TEAMS) ON THE WAY BACK TO BASE. One wonders if the proposed “report of the action taken by RAF Wyton after the two aircraft had returned”, is available as an open document?
Finally, in my accounts of meeting the aircraft at Lima, I have referred to the guy with the radiation monitor and the look on his face when he saw the full-scale readings. I have always assumed that he was an AWRE representative. Air27/3202 has revealed that as there was no photographic requirement on the detachment and the Photographic and Armament SNCOs were only required for the A/F (after flight), B/F (before flight) and T/R (turn round) servicing’s; these two SNCOs were utilised to lead the Radiac Monitoring teams. No wonder the guy with the radiation monitor had (like me) a horrified look on his face.
8. Victor Aircraft Sampling of Chinese tests CHIC-3 to CHIC-7
I am still in contact with Roy who was on 543 sqn at RAF Wyton, and who now lives in the USA. Both instrument bods, we were roommates for 3 years from 1964 to 1967. I was married in July 1967 and he was discharged a couple of months later in the September 1967. We have kept in touch and therefore I was aware of his cancer problems at the turn of the century. Around 2010 I became aware of rumours circulating about cancers affecting ex-543 personnel, and my thoughts turned to Roy. I then came to a conclusion that because he had left the RAF before I went to Peru in 1968, then there was no connection. I had thought that Operation Web was the first time 543 Victor aircraft had sampled nuclear test clouds.
Having discussed the matter further with Roy, it became apparent that I was unaware that 543 Sqn had already been sampling Chinese Tests from 1966. “Remember the frequent aircraft washes we were on - well we were decontaminating them”. He couldn’t believe that I didn’t know this but by 1966 I was no longer working on the 543 sqn first line like Roy, I was working on second line in 543 squadrons hangar.
RAF WYTON AND THE OFFICIAL SECRETS ACT
It should be known that in the 1950s and 1960s RAF Wyton was a Strategic Reconnaissance station and shrouded in mystery. There were 3 aircraft squadrons; 51, 58 and 543. No one spoke to, or about 51 sqn; their personnel would keep themselves to themselves, and I can recall a group of 51 personnel sitting in the NAAFI drinking their pints, when a 51 sqn NCO appeared at the door, nodded and the whole group got up and left, not to be seen again for weeks if not months. One should also remember that at one stage RAF Wyton was the home of the Canberra’s used in the British Test series – I didn’t know that at the time. The situation didn’t seem strange at the time but in hindsight it was, people just never conversed about squadrons roles (Official Secrets Act). On PPRUNE you can find a 2008 post from Old Ned which states “I was also at Wyton 62-64, but on 58 Sqn where we had a Canberra B2 that was left on a remote pan as it had flown through UK atomic bomb mushroom clouds with sniffer pods on the wing tips. As far as I can remember it stayed there for the whole of my 2-year tour”. I didn’t know that, and why should I?
With regards to 543 Squadrons sampling of early Chinese tests, I received the following content in an email from my colleague Roy:
“It seems as if the "cloud sampling" of the Chinese nuclear tests in the mid-sixties never really existed. One
thing that annoys me was the euphonism Cloud Sampling. What were they looking for, pixie dust?
Why not say what it really was, "NUCLEAR Cloud Sampling".
“I am not sure how many times, probably 3 or 4, that we would get an order to put wing tanks on (snifter
attached). The Victors would fly to the far east, days later the Chinese would detonate a nuclear bomb and
the Victor would arrive back glowing. Glowing is a guess because I was involved with every wash down of
the Victor and I never saw anyone taking radiation measurements, so we did not know how radioactive
the Victor was. All we knew was the Victor was parked on a remote pad, away from anything or anyone, except
for the idiots that had to wash it down. They gave us some protective wear, to protect us from the water.
They were light rubberized overalls. I know because as I was on every wash down.”
“I know I was a bit of a non-conformist in the RAF so I was "volunteered" by the SNCO’s every time for
the wash detail. I would love to meet those SNCO's again and thank them properly for my cancers. I had
bladder cancer 25 years ago, where they removed my bladder and gave me an ostomy bag. Not only did the
doctor remove my bladder, he also removed my appendix and my prostate in the same operation.”
“I then had an outbreak of skin cancer on my forehead. After trying to cut it out without success, this left
another ten-stitch scar on my face. I was then referred to Radiologist Oncologist, Dr Gordon Gado,
Scottsdale, Arizona 85251 who set me up with daily radiation treatments on my forehead for six straight
weeks. The Doctor has treated many USAF personnel for radiation cancers and has a revered name in
cancer treatments. When I told him how I came into contact with radioactive aircraft he was horrified. He
told me, if I had been in the USAF he would have recommended me for compensation and would have been
more than willing to testify for me. They have had five attempts to cut, probe and cauterize the wound and
wait to see how successful they were. The cauterizing causes your flesh to burn and the smell is like
someone is cooking a steak. Up to date, so far so good. Mind you every time you get a spot, you worry.”
Being aware of document Air27/3202 and having a copy, I decided to find if there was evidence of Chinese Test air samplings from 1966, but there wasn’t! However, the first 543 sqn report on file was on Special Flight 5752 which turned out to be a trial sampling flight from RAF Tengah up to the South China Sea on the 16 May 1966. I noted that this was just days after the Chinese test CHIC-3 which was carried out on the 9 May 1966. A test debris cloud would have taken this time to drift into the South China sea. Evidently this isn’t clear proof, and there were no reports in Air 27/3202 of Chinese test sampling between 1966 and 1968. However, I believe Roy’s account that he was involved in 3-4 aircraft decontamination washes. I was unaware of the contamination and the exposure to ionising radiation, and I was on 2 of them!
Groundcrew of 543 squadron didn’t need to go on air sampling detachments of Test Clouds
of FOREIGN nations to become exposed to Ionising Radiation.
9. 543 Aircrew - Exposed to and Contaminated by Ionising Radiation
Having highlighted the exposure to ionising radiation of 543 groundcrews that:
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Went on one or more operational detachments to air sample FOREIGN nuclear test clouds of the French and Chinese.
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Knowingly or unknowing, worked on radioactive contaminated aircraft that had returned to RAF Wyton from nuclear cloud sampling operations and/or were involved in decontaminating aircraft by “washing”.
One must now consider the Aircrews who flew through the nuclear clouds and got contaminated. If one was wanting proof on the potential dangers for them, then the veterans minister and his MoD civil servants don’t need to go to AWRE Aldermaston to seek files, that keep on mysteriously disappearing, on how aircraft was modified and what additional equipment they had. They just need to buy a Handley Page Victor K.2/RS.2 AIRFIX kit which includes a leaflet inside that explains all.
Despite the additional modifications, the aircrews still got radiation readings
on their body and flying clothing
10. Aircrew accounts of Nuclear Cloud air sampling missions
Detailed accounts from Victor aircrew members of 543’s participation in Nuclear Cloud air sampling missions between 1971 and 1974, can be found online as follows:
An aircrew’s account by Air Electronics Officer, Flight Lieutenant Mike Beer of 543 Squadron, during Operation Attune of carrying out a Nuclear Cloud air sampling mission.
https://www.victorxm715.co.uk/operation-attune/
“We were marshalled into an area set aside for successful collection sorties and ‘hot’ aircraft.
Only the Aircraft Servicing Chief was allowed to approach the aircraft. He swabbed the
external intercom socket, ground power connection and door handle. We bagged our nav
bags in poly bags and handed them to the Crew Chief before climbing down the ladder.
Gathering up all our equipment we waddled back to safety equipment. Everything was
placed in a heap; we undressed and bagged our flying kit. All this was to be measured and
monitored before we could use it again - in some cases destroyed”.
Another article by Tony Buttler, sheds light on collecting air samples after a nuclear test
The Victor's little-known nuclear sampling role (key.aero)
“Which was an important, but hazardous task for the crew, not least because of potential
exposure to radiation and its possible effects in later years”.
“Some radioactivity was detected on aircrew clothing, in particular on the arms and gloves,
and aircrew were told not to wipe the aircraft’s skin. The Victors were flown through rain
showers as often as possible to try and clean off the radioactive deposits. In the cockpit a
selectable vacuum pump had been fitted to the air conditioning system. Once the atomic cloud
was detected, it was switched on to provide further filtering of the air used for cabin
pressurisation and conditioning.”
Mike Beer confirmed that: “It was not safe to fly for long periods”.
In a 2017 article; Flt Lt Chris Long, another Victor 543 Squadron pilot recalls
(V-Force Reconnaissance (key.aero)),
“taxiing back to the hard standing at Lima with the groundcrew advancing towards us to
begin work as usual, I suddenly saw them retreating as their detection equipment displayed
high levels of radiation, sufficient to require a full aircraft decontamination wash first”.
The Vacuum Pump that was fitted to the Air Condition system was part of the Victor aircraft modification that also added the sampling pods on the underwing tanks and also fitted external radiation sensors, which enabled readings to be displayed on the AEOs instrument panel. When approaching a test cloud, external radiation would register on the meters, and the AEO would switch on the flow pump, and then open the sampling pods to collect nuclear debris. It was originally assumed that the pressurised cockpit of the Victor aircraft would protect crew members from contamination, however this was not the case. The vacuum pump which was introduced didn’t eliminate radioactive contamination, just reduced it.
A document related to Operation Median within (Air27/3202, 543 operations 1966 – 1971) states
“All aircrew and their equipment were monitored on leaving the aircraft and all were found
to be contaminated to varying levels on the same part of their flying clothing (Feet, Gloves,
Oxygen Mask Hose and the SARBE Pocket). There was negligible contamination on other
parts of their flying clothing."
SALIENT POINTS
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The aircraft were contaminated both internally (cockpit) and externally (Skin, undercarriage and Engines).
-
No decontaminating washes were carried out at Lima International Airport.
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Wherever and whenever possible, in between sampling sorties, contaminated aircraft were flown through rain showers to crudely decontaminate them.
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The crew chief had to swab the external intercom socket, ground power connection and door handle before the aircrew exited.
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The aircrew were told not to touch the aircraft skin.
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The crew chief and the groundcrew in order to carry out their servicing tasks, would have to touch the aircraft skin and open panels.
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Before the groundcrew could begin their work, having detected high levels of radiation (sufficient enough to require a full aircraft decontamination wash first) with no aircraft wash facilities the aircraft would be left for days before the radiation degraded to such a level before an AWRE representative deemed the aircraft “safe to work on”.
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Over a two-to-three month period, the Victor aircraft would “build up” contamination levels as more tests were sniffed and decontamination by washing wasn’t available. On Lima detachment operations: on WEB there were 5 French nuclear tests sampled. On ALCHEMIST there were 8, on ATTUNE there were 5 and on VELLUM there were 9.
-
Not surprisingly, even though the Victors of 543 would have decontamination washes at various USAF bases by “specially trained decontamination teams” on their way back to UK, they would arrive back at RAF Wyton still contaminated (especially the engines and undercarriage) and wanting more decontamination washes which were carried out by groundcrew personnel of 543 squadron.
11. The Crew Chief (The Most Important Man in the 6th Seat)
There is one person who was vitally important to the operation of the Victor, he was the Crew Chief. All Crew Chiefs were selected from senior NCO engineers (Chief Technicians), who came from the airframe or propulsion trades, and who had high personal assessments, technical ability, and high security clearance.
On completion of a 6-month Aircraft Servicing course, covering the airframe, engine, electrical and instrument systems, and all the other systems, the crew chief would be posted to one of the Victor squadrons. During this period, they would have had aircrew medicals and survival training. Each Crew Chief was allocated his own personal aircraft and was thus the aircraft manager, who coordinated all the work done by the engineers, and he was also the main link with the aircrew that flew their aircraft.
Many hours were spent with their aircraft organising and overseeing all activities such as refuelling, maintenance, rectification, before and after flight servicing, and on completion of all this work, the Crew Chief was responsible for the vital paperwork associated with all aspects of the aircraft service. Each aircraft had its own dedicated log book, called the Form 700, which contained every piece of the aircraft’s history, such as servicing records, part replacement history, and fault rectification.
In preparation for an operational sortie, the Crew Chief would carry out his checks. This entailed checks on all of the gas pressures, followed by a walk round inspection of the whole aircraft to check for any fluid leaks, and to ensure that all access panels were secured. In addition to this, an inspection would be carried out to check for tools or any other FOD (Foreign Object Debris).
All the undercarriage ground locks, pitot covers, and static bungs were removed and stowed in the 6th seat box, and in the AEO’s drawer. Whilst in the cockpit, he would check all the safety equipment, fuel load, and have a final look round. The Crew Chief would then over-sign all the engineers work and report the status to the squadron duty controller, who would then call the crew.
When the crew arrived at the aircraft, the Captain would go through the F700 with the Crew Chief and would sign for the aircraft when he was happy with everything. The Captain, would then carry an external walk round inspection of the aircraft, and then he and the rest of the crew would climb aboard, followed by the Crew Chief, who assisted both the pilots with their straps and making the ejector seats live by removing the safety pins from the seats and hand them to the Captain for stowage.
Back outside he put on his headset, which was plugged into a socket on the nose undercarriage leg via an intercom long lead, so that he could speak to the Captain who was now starting all the pre-flight checks. He also supervised the ground handling crew, who would remove the external electrical power, and who stood by with fire extinguishers for the engines start. He would ensure all ground equipment was clear prior to the aircraft taxiing. He also monitored the correct operation of all the control surfaces. This could take up to an hour from crew arrival to the aircraft taxiing.
When the aircraft returned from its sortie it was met by the Crew Chief, who organised the technical debrief with all the different ground trades. He then managed all the necessary fault rectification and servicing ready for the aircraft’s next sortie. From this you can see that the Crew Chief was the first to open up the aircraft in the morning, and usually the last to leave it in the evening.
When the aircraft operated away from base, this required the Crew Chief to fly with the aircraft in the 6th seat to provide engineering support.
When 543 sqn were involved with Nuclear Cloud sampling, normally there would be 2 aircraft detached, with a spare held back at RAF Wyton. At Lima there would be two Crew chiefs (one for each aircraft) who, away from their base unit at RAF Wyton and without “on tap engineering support”, would be the main men whose primary responsibilities, with a team of technicians, was to ensure that the aircraft in the detachment remained airworthy and had the necessary servicing done between sampling and other flights. It would also include flying in the 6th Seat on the return flight to the UK which would have involved organising an aircraft decontamination wash at a USAF base.
One of the “Main Men” was Crew Chief of XL193. Chief Technician John Cammish, an ex-RAF
Halton Aircraft Apprentice of the 65th Entry and thus a TRENCHARD BRAT was incredibly
involved in 8 Nuclear Test Cloud Sampling Operations between 1969 and 1974.
12. Reports of CANCER among ex 543 Sqn personnel 30 years on
A thread on the PPRuNe Forum titled “Aircrew (and Ground Crew) and Radiation Poisoning” started on the 31 Dec 2009 by a gentleman called “Wapley” (identified as Colin Duncan an advocate for ex-543 sqn VICTOR personnel to be recognised as nuclear test vets) said in his opening statement:
“Aircrew (and ground crew) who have handled or been on sampling missions for the RAF should
be aware that many have been affected by various forms of cancer many years after the sorties.
543 Sqn and possible some from the Victor Squadrons have and could still be affected in the
future (depending on how long ago your operation was). Some have not developed for 30 years
or more after being in contact with radioactive dust.”
This PPRuNE post was preceded by another thread dated 23 March 2008 called.
Ex-543 Sqn Concerns - PPRuNe Forums
This my first post on PPRuNe - I received the following from a member of my Halton Entry. The content is both disturbing and poignant. If anyone has any knowledge or info, pm me and I will forward the mail to Chris. I have just received a very disturbing email from an old colleague who served on 543 Squadron:
Not to put too fine a point on it and to get straight the point, it seems that there is an unbelievably
high incidence of various forms of cancer rearing its ugly head among ex Squadron members, both
ground and air crews, particularly among those of us who were unlucky enough to have to work
on, fly in, or clean aircraft which had been detached to Peru air sampling after the various atomic tests
which took place in the South Pacific late 60s, early 70s.
The most disturbing part is that it doesn't only affect direct personnel, but their family members
too. Radiation sickness can work through genetic means too. Those aircraft were, when they
came back from Peru, literally red hot radioactive. None of us was ever given any protective
clothing, dosimeters or any warnings about the hazards from the aircraft.
When the aircraft were washed at home, all we got was a rubber Zoot Suit and a pair of wellies.
We were not even told to shower thoroughly afterwards or even to wash our hands before eating
from the NAAFI Wagon which came out to us on the wash pan, or before having a fag!
So, an important question has to be asked. Did anyone from the 204th other than me and MickE
ever get posted to 543? Or do any of you know anyone other than us two who were stationed at
Wyton on 543 at any time? There is a scheme being put together by some retired Group Captain
to take the MOD to the cleaners over this. There have been vast numbers of deaths already either
directly or indirectly resulting from the MOD's callousness in the simple matter of protecting
personnel from danger.
The preliminary hearing is scheduled for 3rd April 2008 in Birmingham for about 12 cases. I've
just been informed that I too have a case which must be answered by the MoD. The guy who has
contacted me is suffering from Non-Hodgkin’s Lymphoma which if you don't already know is a
type of leukaemia related cancer affecting the lymphatic system.”
Chris the Sage (Christopher Curtis)
Nuclear Test Medal - PPRuNe Forums
CHRISTMAS ISLAND TESTS / 543 SQN 1968-1974
My detachment was to Lima civilian airport in Peru for 3 months. Some of us had to wipe
the aircraft down with Kim wipes to get rid of some of the radioactive material. The aircraft were
covered in radioactive dust as you would expect after flying through the nuclear test clouds.
We had quite a number of catches and were told it was the best results they had got so far.
This was the last sortie that 543 carried out in 1974 which was also the last of the French
Atmospheric Test Series.
Forward to 2002 when I found I had Non-Hodkins Lymphoma on the spleen plus a damaged
Thyroid. Claimed from MoD, but it was thrown out. Went to Tribunal with a retired Group
Captain and a professor in radioactive material and “A” and “H” bomb fallout.
After much searching, we found many ex-543 chaps who had either died of various cancers
or had cancer. We won two Tribunals, mine and one other, a crew chief who had voice box
removed due to cancer. We wanted to get others to claim but the families of those that had
died didn't want all the heart break all over again which we respected. Since then, a number
of chaps have claimed so and been paid so maybe the tribunals we won paid off.
Colin Duncan RAF Chief Tech QSAVNB (retired)
SALIENT POINTS
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I do believe the retired Group Captain mentioned above is likely to be Andrew Ades (to be confirmed) and that a Dr Chris Busby would have given evidence at the tribunal.
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The last air sampling flight that 543 Sqn carried out was in 1974 and despite apprehensions of the Official Secrets Act, but aware of the 30-year rule for declassification (Public Records Act 1958), around 2004 a few RAF Victor ex-servicemen began to speak out on many subjects. Although its name appears unsuitable, the “Professional Pilots Rumour Network” (PPRuNe) website is in fact an open forum for Military Aviators, and welcomes “the backroom boys and girls who support the flying and maintain the equipment, and without whom nothing would ever leave the ground”. As such it proves to be a useful medium for anyone wishing to raise an issue.
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Without it I do not believe that the public would have any knowledge of 543 squadrons health problems relating to its air sampling operations of nuclear test clouds of foreign nations. Even now, 50 years after 543 squadrons last flight, sadly look at where we are in seeking recognition!
-
Take into consideration that in 2004, in the UK only 59% of homes had a computer and only 47% of homes had the internet. Search engines were not as advanced as they are today, and Facebook and Twitter were not available to the public until 2006.
13. The Guardian Article 2010, RECA and 543 War Pension Claims.
Widow of British nuclear test veteran awarded $75,000 by US
The Guardian newspaper article by Rob Edwards dated 31st October 2010 is about compensation being paid to the widow of a British airman contaminated by flying through a radioactive mushroom cloud and who has won compensation in the US, despite being denied payments in the UK.
Pat Spackman has been awarded $75,000 (£47,000) by the US Department of Justice (RECA) after her husband, Derek, died from throat cancer. Flight Lieutenant Derek Spackman was an RAF navigator on a Canberra aircraft, stationed at Darwin. Between March and May 1954, he was sent on a mission, codenamed Aconite, to sample radioactivity from up to six nuclear tests by the US government around the Marshall Islands in the Pacific. The explosions included the largest ever detonated by the US, a massive 15-megaton shot called Castle Bravo on 1 March 1954. Between four and nine hours after the detonations, planes spent two hours flying inside the huge clouds of radioactive dust kicked up. In 1957 he was awarded the Queen's Commendation for distinguished service. He retired from the RAF in 1986, and in February 2000 was diagnosed with cancer of the pharynx. Despite surgery and radiotherapy, he died five months later, aged 69.
This was the second time a UK veteran rejected by the MoD had been given compensation by the US. Roy Prescott, who watched 36 UK and US tests while stationed on Christmas Island in the South Pacific, was given £40,000 compensation by the US government in 2006. He had earlier been refused a war pension by the MoD.
The article published 15 years ago also stated that “the MoD had spent more than £4m trying to block legal claims from more than a thousand test veterans and their relatives”. It also stated that:
Airmen and ground crew from RAF 543 squadron were also contaminated after flights through
French and Chinese nuclear explosions between 1966 and 1974. According to veterans, only
10 of them, or their widows, have been awarded war pensions by the MoD for cancers they contracted.
14. USA Radiation Exposure Compensation Act (RECA)
15. UK War Pensions Scheme (WPS)
War Pension Scheme (WPS) - GOV.UK
Although the UK does not have a dedicated compensation scheme like RECA does in the USA, under the UK War Pension Scheme any veteran who believes they have suffered ill health due to service has the right to apply for no-fault compensation. Nuclear Veterans can claim under the WPS even if they are no longer serving in His Majesty’s (HM) Armed Forces, and their claimed disablement arose before 6 April 2005. Decisions are medically certified and consider both service history and medical evidence.
SALIENT POINT
If the MoD was aware of the War pensions awarded to ex-543 personnel in 2010 due to cancer health problems, and that they have also recently widened the eligibility and criteria to permit Sqn Leader Pete Peters (who secretly flew through a FOREIGN nation’s test clouds) to be awarded a medal, and then recognised those who participated in Operation Dominic to be awarded medals - then why is there an ongoing problem in recognising ex-543 VICTOR Sqn members for a Nuclear Test Veterans medal?
16. MoD Factsheet No.5 – UK Atmospheric Nuclear Weapons Tests
https://www.gov.uk/government/publications/uk-atmospheric-nuclear-weapons-tests-factsheets
In 2008, the MoD issued 5 guidance Fact Sheets for UK Atmospheric Nuclear Weapons Tests “recognition of personnel most at risk”. In Factsheet 5, it stated that “From information available, the Ministry of Defence estimated that only about 10% of all participants (22,000) were likely to have been exposed to measurable levels of ionising radiation.”
https://assets.publishing.service.gov.uk/media/5a755567e5274a59fa717577/ntvfactsheet5.pdf
The first 3 of 5 relevant groups of personnel recognised, in order of the likelihood of exposure, were identified as:
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RAF aircrews involved in sampling from airburst clouds
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RAF decontamination flight crews who sluiced the aircraft
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RN personnel on HMS Diana when she sailed through the fallout.
The total number of personnel, of the five groups identified by the MoD, was estimated to be 2,000 men (10%) who were most likely to have been exposed to ionising radiation.
Today and 18 years later, in hindsight these facts were clearly a rebuke to the possible claims from over 20,000 personnel who had been exposed to ionising radiation from the UK Nuclear Test programme.
However, when this factsheet was created, I doubt if the MoD or author of the document would have foreseen an opposite and undesirable effect to what was intended.
I am of course referring to the fact that the MoD, officially and undisputedly, recognises that RAF aircrews sampling nuclear clouds, aircraft groundcrews decontaminating aircraft by washing, and sailors on vessels sailing through the fallout of nuclear tests are those most likely to have been exposed to measurable levels of ionising radiation. Like 543 Sqn VICTOR personnel and sailors on RFA Sir Percivale.
17. Last Upper Atmospheric Nuclear Tests & 543 Sqn Disbandment
On 24 May 1974, RAF 543 Victor Sqn disbanded, however the 3 remaining “Air Sampling” modified aircraft remained at RAF Wyton and were known simply as the VICTOR FLIGHT. The aircraft were then deployed to Lima Peru, under Operation VELLUM, to air sample the French Nuclear tests. The last French “Upper Atmospheric” test called “Verseau”, was carried out on 14 September 1974.
In 8 years (1966 to 1974) 543 Victor sqn were involved in air sampling operations and sniffed 40 nuclear test clouds of FOREIGN nations.
On 1 March 1974, RAF 27 Sqn were reformed at RAF Scampton with mark B2 Maritime Radar Reconnaissance (MRR) Vulcans with some modified with radioactivity sensors and the capability to carry air sampling pods, thus enabling the squadron to continue the RAF operations of sniffing foreign nations test clouds.
27 sqn continued to perform the duties of “Strategic Reconnaissance” and also to sniff debris of Nuclear test clouds of the emerging nuclear powers in the Indian sub-continent and SE Asia (mainly China). The last Chinese “Upper Atmospheric” test CHIC-27 was carried out on the 16 October 1980. This test which produced a yield of 1 Mt was to be the last atmospheric test in the world.
In 1982, RAF 27 Vulcan Sqn disbanded at RAF Scampton having spent 8 years involved in air sampling operations of nuclear test clouds of FOREIGN nations. Squadron personnel would have worked on contaminated aircraft and been exposed to ionising radiation, just as 543 squadron personnel had been before them.
18. Comments from Widow Lucy Cammish 2023
In a series of articles in the Daily Mirror (March & April 2023) relating to the issue of the Nuclear Veterans Test medal, Susie Boniface reported that:
Despite intense discussions with campaigners, the Ministry of Defence has barred anyone who
took part in other, more secretive parts of the nuclear programme - including tests that took
place in Nevada until 1991, and tracking the radioactive clouds of other nations. John
Cammish was a ground crew chief on 543 Squadron, which used converted Victor bombers to
track and air sample the mushroom clouds of French and Chinese nuclear tests in the 1970s.
In 2011 before his death, John, who had been based in Guam and Peru, told the Mirror which has long campaigned for test veterans, how he and most of his unit got throat and tongue cancers.
His widow Lucy, 90 said. “His larynx and thyroid were removed and he lived with a tracheotomy for his last 16 years as well as diabetes, which has been linked to radiation. He had to be fed through a tube and developed Alzheimer’s. He was the first one to touch the planes, open the hatches, offload the equipment, and he had no protective clothing. Yet the scientists were protected top to toe.”
Lucy, added that John, who died in 2020, was sent to the Atomic Weapons Establishment in Aldermaston, Berks, before his posting to learn about radiation and top brass “obviously knew” what danger he would be in.
He was just as exposed as the men who did the same job at Christmas Island, but he's not being treated with the same respect. He got a war pension, which I know a lot of people didn’t, but the MoD at first insisted he wasn’t even there. His unit took the same risks, but don’t get the same recognition.
Several members of 543 Squadron have had war pensions from the UK government on the basis their service caused them injury. But none are included in the long-term study into nuclear veterans' health, so their cancer rates are not part of the official record of the effect of radiation on British troops.
Lucy said:
“It makes me cross to think of the time we could have had together. We
felt cheated, we wanted to travel and enjoy our retirement. It makes me
cross to think of the time we could have had.
It would be nice to have his medal because his grandson could have it.”