The full story of the Whitley‘s contribution to Bomber Command offensive is beyond the scope of this short history. The Whitley was used in a variety of roles in its various marks. The Whitley Mk V in particular was released from Bomber Command in April 1942, last operation being flown against Ostend during the night of 29 April, although some aircraft from Operational Training Unit were flown in the 1,000-bomber raid on Koln in the night of 30^th May 1942.

Coastal Command association with the Whitley began in September 1939 when No 58 Squadron was transferred to Boscombe Down to operate anti-submarine patrols over the English Channel. Whitleys were also used by No 1 Parachute Training School and were used in glider tugs becoming attached to No21 Glider Conversion Unit at Brize Norton for training of tug pilots. Other numerous sorties included dropping agents into occupied territory and supplying resistance groups with arms and equipment.

Mid 1942 saw a new type of Whitley take to the air---- the Mk V freighter. Fifteen of the types were converted for freighter duties with B.O.A.C. in the spring of 1942. All (but one casualty) were returned to the RAF by 1943. This mark was a conversion for use in the civil routes of B.O.A.C. No turrets or armament were fitted. The recesses were faired-in with stressed, light alloy pressings; these contained small rectangular Perspex panels and were identical to those fairings fitted to early Whitleys. Extra fuel tanks were carried in the bomb bays and room was made in the fuselage for the stowage of freight.. Other equipment included extra radio equipment, batteries and a rubber dinghy. One machine had the entrance door enlarged. All the modifications were made by the Technical Department of B.O.A.C.. The machines were finished in standard B.O.A.C. wartime paint scheme and carried their civil registration in black outlined in silver above a red, white and blue stripe on fuselage sides and beneath the wings. Performance, including top speed and loaded weight, were approximately the same as for standard Mk V bomber.

The introduction of Whitley freighters on to B.O.A.C. routes was an expedient of necessity as they were unsuited for the work. They were expected to carry loads of much greater volume than before and furthermore, to do so through climates ranging from warm to tropical. They were first tried out on the U.K.-West Africa run, but their engines overheated so alarmingly that the experiment was discontinued. A small fleet of them was then dispatched to Gibraltar to fly essential freight into beleaguered Malta by night—a nightmarish journey of seven hours. They were flown at over-load and their captains knew that, thus laden, they could not possibly fly on one engine. Engine failure meant dropping like a brick into the sea, and since overheating was often suffered in the warm climate of the Mediterranean summer, an engine failure was well on the cards.

Nevertheless the Whitley freighters were worked to capacity, as many as six arriving, often in the middle of a heavy “blitz” with supplies to Malta in one night. Apart from the risk of engine failure, however, they proved uneconomical to operate and in August 1942 the much roomer Hudsons replaced them. The following year the Whitleys were tried out in the U.K. Leuchars- Sweden, Stockholm route but were unsuccessful.

The fifteen Whitley Vs converted into freighters for B.O.A.C in 1942 were: BD360-BD365 inclusive (registered G-AGCF-‘CK inclusive), BD382-BD390 inclusive (registered G-AGDU-‘DZ inclusive, and G-AGEA-‘EC inclusive)