The most pertinent witness to these events, Andrew Jack, was never called to the court of enquiry. His signed statement had been obtained while he was still a patient in hospital. Jack, who was commissioned in January 1945 and continued to serve in the Royal Air Force until 1964 displayed a persistent reluctance to discuss the events of 25 August 1942, even to his own family. However, it has been alleged that he did once state the following fact of great relevance to a fellow member of 209 Squadron whilst based in Northern Ireland.

    It was common practice for Coastal Command aircraft in daylight conditions to lose height until the surface of the sea could be discerned. This would allow the navigator to carry out a drift reading on the surface of the sea. This method of ready reckoning could be carried out by either observing the "grey mares tails" on the surface of the water or by dropping a smoke float or dye marker. The drift recorder at the navigators position could then be used to calculate the wind velocity, a variable for a navigational fix. This reading could also be carried out at the tail gunners position. Uncorroborated as it may be, the evidence postulated by the following alleged comment made by Sergeant Jack is worthy of consideration:-

    A short distance after the aircraft left the headland at Tarbat Ness, Sergeant Jack, as the tailgunner, was instructed to put out a smoke float for a drift reading. The aircraft was not in cloud at this time. The reading was obtained and Sergeant Jack used the aircraft's intercom, calling up the "Skipper" specifically and expecting to speak to Frank Goyen. The voice that answered was not Goyen but that of Wing Commander Moseley. Where was Goyen at that point? If Moseley was flying the aircraft, had Goyen left his position to allow the Duke of Kent to occupy the second pilots seat. The implications of this are both obvious and feasible. Had Moseley detected a variance in the compass reading and the aircraft heading as perceived by his own observations of the coastline? The aircraft then entered cloud. It is not difficult to envisage the situation whereby a second drift reading was thought necessary and the aircraft descended to oblivion.

    We will probably never get to know the full and tragic truth about the end of Sunderland W4026, however, the topography and weather of the north west corner of the Scottish mainland was responsible for the loss of two other Sunderland aircraft giving further emphasis to the perception that the crash of W4026 was, whilst tragic in itself, totally unremarkable, given the technology of the day.