Norman Powell service history
Title
Norman Powell service history
Description
Notes service with 614 Squadron, part of 205 Group, Mediterranean allied strategic air force on B-24 as flight engineer. Relates his first operation in a Wellington. Changed to 104 Squadron. Gives description of base at Amendola, Italy. Relates flying home released prisoners of war from Foggia. Records some aircraft serial numbers flown, war ministry files held in National Archive. Concludes with some details of career post RAF.
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Two page printed document
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BPowellNIPowellNIv2
Transcription
NORMAN POWELL
Various RAF squadrons were flying nights in close liaison with the American 15th Air Force (heavy bombers) who flew days, this formed a 205 group called the Mediterranean Allied Strategic Air Force. Both 104 and 614 were just 2 squadrons that made up various wings (240/236) all within this very large bomber group.
During my service with the Royal Air Force as operational aircrew Flight Engineer, I was posted in 1944 to 614 Squadron; based at Amendola in southern Italy. I type trained on B 24s (Liberators), but when I arrived at Amendola I was informed that the B 24s had not yet arrived! So, I did my first trips in the second pilots’ position on a Wellington! Very odd initiation for a Flight Engineer.
When the first B 24 did arrive some weeks later, I was ordered to see the adjutant who told me that as I was one of only two Liberator trained Flight engineers, I had been selected to fly with the C/O, Wing commander LAIRD, the next morning as his Flt/Eng.
NOTE; Those of you who completed the Liberator course at St Athan, will verify, we had never seen a Liberator, or been inside one, what’s more, we had no official Pilots or Engineers notes, just our own handwritten course notes! Can you Imagine the scene, here I am 18 years old, no experience, preparing to fly a Liberator with the C/O, I had no option when a few minutes later looking me straight in the eye, he asked, did I know all the essential checks and operating speeds! I had no option but to reply, YES SIR!
Needless to say we both survived, but there can be no doubt, that in this case this C/O was a brave man when he opted to be the first pilot to convert from Wellingtons I.E. Twin engine, tail wheel aircraft, to a four engine nose wheel aircraft, with a much higher landing speed. In addition, you must remember we did not have a concrete runway, just perforated steel mesh, (Somerton track), I think it was called, just laid on the
ground, for the aircraft to take off and land on, couple this with a primitive, air traffic control system and a very in experienced Flight Engineer.
NB: -At some early stage dad changed squadrons from 614 into 104 but why is not clear but at this time squadron staff were changing on a regular basis especially as this was from different wings.
For the benefit of people who never operated from Amendola ,let me try and explain, the aerodrome, all the aircraft and the American personnel were on one side of the Naples to MA Fredonia road and 614 Squadron; tents and personnel were on the other, (I.E, the west side). Now the winter of 1944 in Italy, was very cold, I know it’s often referred to has [sic] sunny Italy, but not this particular year!
To help this situation another Flight Engineer and myself over a period built ourselves a log cabin to replace our tent; from memory it was situated at the top of the third row, coming in from the top entrance. We used old discarded maps to paper over the cracks between the timbers. We also built an oil drum heater to keep us warm and boil water for our various needs. You had to be very careful with this oil drum because it ran on 120 octane petrol. (which we used to roll over from the American compound).
I can’t help thinking as I write this, that there must be lots of you reading this, who will either remember, the log cabin, the oil drum heater or myself!
From Foggia Main we were involved in flying home released ex; prisoners of war, the B24s had wooden seats and backrests fitted in the bomb bays, the bomb door operating controls were isolated, the gaps around the bomb doors were taped over. In this way we carried 26 personnel plus whatever personal effects they had. On one trip to the U/K with 26 ex-prisoners of war on board we were routing across France the aircraft seemed to have a mind of its own, pitching up and down unexpectedly, when I went back and checked this out, I found it was the ‘ex; prison of war passengers’, when they stood up or moved around they were grabbing hold of the exposed elevator cables to support themselves, so pitching the plane up and down!
[page break]
Norman Powell
The actual B-24 Liberators dad flew from his log book Squadron 104:- S-KL362, B-KL399, R-KK345,
F-KL357, P-KK272, C-KL372, Q-KL-366, N-KK362, C-KL372, R-KL575, U-KL372.
Dad was on some of these raid details from the war ministry NATIONAL ARCHIVES IN KEW, you need to check his logbook individually to see which ones!
Attached separately are these 7 PDF documents
AIR 27_823_8.pdf AIR 27_823_7.pdf AIR 27_823_6.pdf AIR 27_823_5.pdf AIR 27-2121-19.pdf AIR 27_823_10.pdf AIR 27_823_9.pdf
N I POWELL
Before joining the RAF, I had been an apprentice Engineer at a well-known firm of machine tool engineers, James Archdale’s, in the City of Worcester, where I lived.
My career after leaving the Royal Air Force.
I returned from the Middle East, to the U/K in January 47, and left the R.A.F. in June of that year. I obtained entry into Air Service Training, which in those days was referred to as “Britain’s Air University” at which I obtained my A, C & X Aircraft Engineers Licences No;7971, issued in those days by the Air Registration Board.
I took up employment at Folland Aircraft Company at Hamble near Southampton as a [sic] aircraft inspector, eventually becoming a check inspector and I was responsible for checking the work of other inspectors, for the A.I.D.
I then took up employment with Aquila Airways, as a Flight Engineer on converted Sunderland Flying Boats, operating out of Southampton.
In 1964 I took up employment with the University of Southampton as a Technician in the Department of Aeronautics and Astronautics where I was fortunate enough to rise through the ranks, to become Senior Technician, Chief Technician and finally Technical –
Superintendent of three departments: - Aeronautics & Astronautics, Ship Science, and the Institute of Sound and Vibration.
I officially retired in September 90, but I spent the next six months working for the University, designing and drawing up an Acoustic Fatigue Tunnel which is till performing well today.
In 1992 I was awarded an Honorary Master of Science Degree for my work during my time at the University.
I would add that during this University period I also maintained and flew two aircraft having previously ran youth clubs and a part time engineering business.
I am blessed with a very understanding Wife, and two Sons both who had the benefit of a University education, both are Teachers. I still do a voluntary stint at Southampton Hall of Aviation, which I have enjoyed for the last eleven years.
Various RAF squadrons were flying nights in close liaison with the American 15th Air Force (heavy bombers) who flew days, this formed a 205 group called the Mediterranean Allied Strategic Air Force. Both 104 and 614 were just 2 squadrons that made up various wings (240/236) all within this very large bomber group.
During my service with the Royal Air Force as operational aircrew Flight Engineer, I was posted in 1944 to 614 Squadron; based at Amendola in southern Italy. I type trained on B 24s (Liberators), but when I arrived at Amendola I was informed that the B 24s had not yet arrived! So, I did my first trips in the second pilots’ position on a Wellington! Very odd initiation for a Flight Engineer.
When the first B 24 did arrive some weeks later, I was ordered to see the adjutant who told me that as I was one of only two Liberator trained Flight engineers, I had been selected to fly with the C/O, Wing commander LAIRD, the next morning as his Flt/Eng.
NOTE; Those of you who completed the Liberator course at St Athan, will verify, we had never seen a Liberator, or been inside one, what’s more, we had no official Pilots or Engineers notes, just our own handwritten course notes! Can you Imagine the scene, here I am 18 years old, no experience, preparing to fly a Liberator with the C/O, I had no option when a few minutes later looking me straight in the eye, he asked, did I know all the essential checks and operating speeds! I had no option but to reply, YES SIR!
Needless to say we both survived, but there can be no doubt, that in this case this C/O was a brave man when he opted to be the first pilot to convert from Wellingtons I.E. Twin engine, tail wheel aircraft, to a four engine nose wheel aircraft, with a much higher landing speed. In addition, you must remember we did not have a concrete runway, just perforated steel mesh, (Somerton track), I think it was called, just laid on the
ground, for the aircraft to take off and land on, couple this with a primitive, air traffic control system and a very in experienced Flight Engineer.
NB: -At some early stage dad changed squadrons from 614 into 104 but why is not clear but at this time squadron staff were changing on a regular basis especially as this was from different wings.
For the benefit of people who never operated from Amendola ,let me try and explain, the aerodrome, all the aircraft and the American personnel were on one side of the Naples to MA Fredonia road and 614 Squadron; tents and personnel were on the other, (I.E, the west side). Now the winter of 1944 in Italy, was very cold, I know it’s often referred to has [sic] sunny Italy, but not this particular year!
To help this situation another Flight Engineer and myself over a period built ourselves a log cabin to replace our tent; from memory it was situated at the top of the third row, coming in from the top entrance. We used old discarded maps to paper over the cracks between the timbers. We also built an oil drum heater to keep us warm and boil water for our various needs. You had to be very careful with this oil drum because it ran on 120 octane petrol. (which we used to roll over from the American compound).
I can’t help thinking as I write this, that there must be lots of you reading this, who will either remember, the log cabin, the oil drum heater or myself!
From Foggia Main we were involved in flying home released ex; prisoners of war, the B24s had wooden seats and backrests fitted in the bomb bays, the bomb door operating controls were isolated, the gaps around the bomb doors were taped over. In this way we carried 26 personnel plus whatever personal effects they had. On one trip to the U/K with 26 ex-prisoners of war on board we were routing across France the aircraft seemed to have a mind of its own, pitching up and down unexpectedly, when I went back and checked this out, I found it was the ‘ex; prison of war passengers’, when they stood up or moved around they were grabbing hold of the exposed elevator cables to support themselves, so pitching the plane up and down!
[page break]
Norman Powell
The actual B-24 Liberators dad flew from his log book Squadron 104:- S-KL362, B-KL399, R-KK345,
F-KL357, P-KK272, C-KL372, Q-KL-366, N-KK362, C-KL372, R-KL575, U-KL372.
Dad was on some of these raid details from the war ministry NATIONAL ARCHIVES IN KEW, you need to check his logbook individually to see which ones!
Attached separately are these 7 PDF documents
AIR 27_823_8.pdf AIR 27_823_7.pdf AIR 27_823_6.pdf AIR 27_823_5.pdf AIR 27-2121-19.pdf AIR 27_823_10.pdf AIR 27_823_9.pdf
N I POWELL
Before joining the RAF, I had been an apprentice Engineer at a well-known firm of machine tool engineers, James Archdale’s, in the City of Worcester, where I lived.
My career after leaving the Royal Air Force.
I returned from the Middle East, to the U/K in January 47, and left the R.A.F. in June of that year. I obtained entry into Air Service Training, which in those days was referred to as “Britain’s Air University” at which I obtained my A, C & X Aircraft Engineers Licences No;7971, issued in those days by the Air Registration Board.
I took up employment at Folland Aircraft Company at Hamble near Southampton as a [sic] aircraft inspector, eventually becoming a check inspector and I was responsible for checking the work of other inspectors, for the A.I.D.
I then took up employment with Aquila Airways, as a Flight Engineer on converted Sunderland Flying Boats, operating out of Southampton.
In 1964 I took up employment with the University of Southampton as a Technician in the Department of Aeronautics and Astronautics where I was fortunate enough to rise through the ranks, to become Senior Technician, Chief Technician and finally Technical –
Superintendent of three departments: - Aeronautics & Astronautics, Ship Science, and the Institute of Sound and Vibration.
I officially retired in September 90, but I spent the next six months working for the University, designing and drawing up an Acoustic Fatigue Tunnel which is till performing well today.
In 1992 I was awarded an Honorary Master of Science Degree for my work during my time at the University.
I would add that during this University period I also maintained and flew two aircraft having previously ran youth clubs and a part time engineering business.
I am blessed with a very understanding Wife, and two Sons both who had the benefit of a University education, both are Teachers. I still do a voluntary stint at Southampton Hall of Aviation, which I have enjoyed for the last eleven years.
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Citation
N I Powell and B Powell, “Norman Powell service history,” IBCC Digital Archive, accessed June 1, 2024, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/39001.
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