Harry William Wickham

Harry William Wickham

Recalls Harry's joining the RAF and describes his initial, then basic and advanced aircrew training. Follows move to operational training unit, and joining 102 Squadron flying Whitley. Mentions operations to Berlin, Stettin and Duisburg. Converted to Halifax in 1942. Continues with a list of some flights up to completing 44 operations on 25 June 1942. Includes operations to Ostend and Cologne and final sortie to Essen. Mentions some of his crew. Continues with history of 102 Squadron during world war one. Continues history for the war starting in 1941. Harry was then assigned to the middle east (462 Squadron). Mentions operation to Tobruk 31 July 1942. Provides short account of desert operations and award of Distinguished Flying Cross (includes citation) including forced landing in the desert. Continues with history of 102 Squadron with mention of losses. Harry returned to UK in 1943 and account mention his marriage. Story continues with mention of Harry's flying and losses on 102 Squadron though 1943 and 1944. Harry during this period was test flying Halifax. Account of 102 Squadron losses continues until last operation on 18 March 1945. Concludes with some post war 102 Squadron history and overall statistics for the war.

Twelve page printed document

This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.

BGardnerM-ManuelRWickhamHWv1

HARRY WILLIAM WICKHAM – written by Mary Gardner & Roger Manu[deleted] a [/deleted]el).

Gary (Harry) Wickham enlisted into the Royal Air Force immediately. He was trained as a pilot in Bomber Command. Roger Manuel & I wrote about Gary’s time when he was in training (Roger was training with him). As a sergeant, he started flying missions into Germany. It took many hours to reach there, with dangers from all directions, on the ground and in the air. Many pilots did not return, but those that did had to go back the next day. Garry [sic] continued thus for two years, and at the end became a Squadron Leader, still involved continuously in bombing missions on a Handley Page Halifax MK11 Heavy Bomber with a crew of seven. This included flying missions over the desert in the Middle East. Almost all of his (Many??) pilots were killed.

Gary had many recommendations for bravery in the air and was finally awarded the Distinguished Flying Cross (DFC) (which I have given to Mark, as he is Gary’s eldest grandson). On 11 May 1945, I went with him to Buckingham Palace where King George invested him with the medal for bravery in the air. We are always proud of Gary’s achievements.

[page break]

Harry’s main aim was to enlist for the Royal Air Force. [italics] At aged 20, he was one of a thousand male volunteers between the ages of 18 and 28 years who assembled at a hall in Babbacombe near Torquay, during early 1940, to commence training as air cadets, holding the ambition to become pilots and to join a squadron with the Royal Air Force. During the next 2 weeks they would undergo an induction programme at this reception unit, which included lectures on RAF rules and regulations for recognising the ranks and seniority in the different services; health and safety; inoculations; how to make beds; as well as the correct procedure to display uniforms and equipment for inspections. The new recruits were housed in a requisitioned motel, with 2 members in each room. Little did any of these recruits realise that, by the end of the war, only 3 members of this group would still be alive (Harry Wickham, Roger Manuel and one other)

At the end of the induction programme, the recruits were assembled late one afternoon and instructed to pack all their kit and be ready to depart for an unknown destination. Later that evening, under cover of darkness, the group were conveyed to the local railway station and ushered into specially allocated carriages. The train moved off and yet none of the recruits had any idea where they would find themselves. Sandwiches and drinks were provided and, after thirty-six hours in the train, they reached the town of Aberystwyth, a holiday resort on the west coast of Wales.

The train arrived at Aberystwyth around 8am in the morning. The recruits were ordered to parade in front of the railway station and, after a roll call, were marched to their new sleeping quarters. The route to their billets passed though the city centre and, even at this relatively early time of the day, many of the local residents were lined up on the pavements watching them with curiosity, as this was the first ever contingent of aircrew trainees to visit their city.

The sleeping quarters proved to be requisitioned hotels located on the waterfront, all the hotels having sea views across the esplanade. There were four beds fitted into a room with the standard RAF bedding. Some hoped for a day’s respite but the discipline of the military followed almost on arrival. After being served a cooked meal, the recruits were required to parade for medical inspection and an FFI (‘Free from Infection’) check. This routine was carried out because the military was constantly careful to ensure that any risk of VD and other infections did not spread among the units. FFI inspections took place every 2 to 3 weeks. Any trainee feeling sick reported to the sergeant in charge, who then arranged an appointment with a doctor.

This was the start of their Initial Training Wing (ITW). Immediate Training began after a briefing on their accommodation facilities. Trainees were paraded on the Esplanade and marched to a local school assembly hall where they were briefed on the programme planned for the next few weeks. This programme involved theoretical training which included (inter a lit) theory of flight aerodynamics, navigation, Morse code communications, military practice and procedure, use of an aircraft, aircraft identification, and health and safety rules.

[page break]

The programme also included physical training and daily drill sessions before the lectures in the morning and on conclusion of the lectures. The drill sessions were conducted on the Esplanade in nearly all weathers and were considered part of their education. The trainees were rostered to stand guard outside the hotels every night in a ‘2 hours on, 2 hours off’ basis. This duty roster brought them on-guard duty about once a week, but enabled the trainees to experience interrupted nights which was a simple way to sample what was to follow. When they became operational, several 10-mile route marches were also included in the training programme. By the end of this period of training, everyone was considered to be fitter and better equipped mentally to face the next phase of the programme in earning to become pilots.

One late afternoon, they were instructed to pack their kits and prepare to move, again without any idea of their destination. That evening they were taken to the railway station, boarded a train and off they went again. The same procedure was followed as carried out in their journey from Babbacombe to Aberystwyth. A day later, they arrived at Cambridge railway station. They learnt that the unit had been posted to the Cambridge Elementary Flying Training School (EFTS). This was well known during the pre-war period as Marshall’s Flying School.

Bad weather had delayed the final hearing of the previous flying course at Cambridge, so there was no accommodation available on the base. As a result, trainees were billeted into private homes for about a week before they were able to move to their own sleeping quarters on the station. It was a pleasant time, but too short a period for many of them, as they were spoilt and well looked after by their hosts. The station quarters they moved to from the private homes were in fact huts, constructed in all probability during World War 1, with rather indifferent or no insulation. Twenty trainees were allocated to each hut.

The weather was unusually cold for late September and the low cloud, with rather extended periods of rain, was considered unsuitable for flying. The time was spent usefully receiving briefings on the Tiger Moth they were to learn to fly, local airfield information and regulation requirements for checking an aircraft before flying. As well as physicals, training, kit and medical inspections, the briefings also included the care and use of a parachute and how to evacuate the Tiger Moth in the event of an emergency. In fact the poor weather was well utilised by the instructors. The men were also allotted to flights and introduced to the instructors.

Whilst walking around the hanger where several Tiger Moths were being serviced, the trainees noticed what appeared to be patches on some of the planes that they were led to believe were intended for carrying small bombs. In fact, the aeroplanes had been shot at, were full of holes and were patched up. It was mentioned that, during the high invasion risk in August, provision was made to send instructions if necessary for trainees and their instructors to bomb any invaders to the country. It was also implied that this standing

[page break]

provision could still be current and applied just as readily to the new trainee intake. It was known that a number of Tiger Moths were quite old and that, on landing, some of the engines tended to stall when the throttle was closed on landing.

When the weather improved, the trainees were given Air Experience and Familiarisation Flights with the instructors. In most cases, each instructor was responsible for training 3 pupils and this often meant sitting at the flight hut, waiting for a turn to fly. The engines were started by a mechanic pulling the propellor after a standard safety procedure was followed. The safety procedure included ensuring that the wheel blocks were secure so that the aircraft did not taxi forward.

The first flight was stimulating, as well as exhilarating, whilst the first lessons in stalling and spinning were somewhat disconcerting for many of the pupils, but soon they adapted to the training and became accustomed to practising the manoeuvres themselves.

The next step was to go solo. Just before take-off on the first solo, the pupils were instructed that, in the event of the engine stalling on landing, they were to remain in the cockpit and wait until a mechanic came out and restarted the engine for them. There was a good reason for this advice. There were relatively large numbers of Tiger Moths taking off and landing on the small grass airfield. It was quite intimidating sitting in a small aircraft with a number of rookie fliers trying to take off and land around you. One trainee pilot had not waited for a mechanic. He got out of his cockpit, walked around to the front of the aircraft and pulled the propellor. The engine started immediately and he was chopped to pieces. It was a salutary lesson for all the trainees.

After gaining a little experience, the trainees were sent off on a short country fight and also required to practise instrument flying, with the instructor sitting in the rear cockpit. They received regular flight checks and were then told that they had completed the elementary training programme known as AB INITIA training.

In early November, they were given the routine kit inspection and then instructed to pack their kit as they were being transferred to Advanced Flying Training School (AFTS). They learned later that the AFTS was located in Cirencester in Gloucestershire, around the Severn valley and close to the Cotswold Hills. The RAF station was an established ‘peace time’ grass airfield with well-constructed buildings and a large parade ground. After a formal welcome on arrival at Cirencester, they were given an outline of the training programme and a general guide to facilities and layout of the station. The training programme included continued instruction on navigation, armaments and aircraft identification, and flying practice. They would have instrument flying practice using the link trainer, which was a very early and somewhat primitive version of a flight simulator. Night flying, cross-country formation and bomber training were also scheduled during the course.

[page break]

The trainees were given details of their accommodation, including mess rooms and other facilities, then they were shown their accommodation with instructions to report for parade the next morning. About 10% of the group had been selected to live in the extension of the officers’ quarters and would dine in the officers’ mess. The implication was that this selected group would qualify for a commission on successful completion of the course.

After breakfast the next morning, they were marched to the hangar where the flight offices were located and introduced to the flight instructors. The group was divided into four flights, each with an instructor responsible for training the students. After a general discussion, each group was taken to their instructor to be shown the aircraft they were to learn to fly. This was the twin-engine Airspeed Oxford, known to hundreds of RAF aircrew as the ‘Ox Box’.

The Airspeed Oxford first appeared in 1937 as a military development of the 1934 Envoy Feeder Liner and was the first twin-engine monoplane in the RAF. The first ‘Oxford’ joined the first central flying school in November 1937 and, by the outbreak of World War 2, nearly 400 were in service. The frame of the ‘Oxford’ was constructed from wood, covered with plywood.

The first flight in a twin-engine aircraft was a great experience for the trainees, but some men faced problems landing the aircraft. For some reason, the ‘Ox Box’ was reputed to be a difficult aircraft to fly but the trainees learnt that this was mainly due to the problem in making a 3-point landing. Most instructors suggested that a tail-down landing would overcome the problems and most trainees followed this advice. Going solo in a twin aircraft was an exhilarating experience for most trainees and there was animated discussion in the mess room after flights.

The trainees had arrived in Cirencester just as the winter weather was evident and, as a result, flying conditions were sometimes quite uncomfortable and hazardous. The variety of weather patterns that they faced during this period, though, proved to be an excellent experience for trainees later as they progressed their careers as pilots.

On the first suitable day for flying, the trainees were given demonstrations on taking off, powered approach and landing, before being sent off solo. In most cases, the pupils were sent on their solo flight after between 6 and 10 hours theory instruction. In addition to flying solo, they were sent on a flight with another course member to carry out various flight manoeuvres.

The ground lectures also continued and included navigation, regular instrument training on the Link Trainer and instruction on cross-country flying. Later, when the weather was suitable, the trainees were sent on dual flights with different members of the course, to put into practice what they had learnt in the lecture room. They were sent off on cross-country flights in various weather conditions and the exercises included bombing runs at allotted points marked as targets. A system known as ‘Camera Obscura’ was located at these bombing points that recorder the accuracy of the runs over the targets.

[page break]

The runs also ensured that the trainees were able to map-read and to locate their position and targets throughout their cross-country flights.

One day, after completing a flight and whilst wating for transport to take them back to their accommodation, the pupils learnt that two pupils who had been sent out on a dual flight had apparently elected to ‘visit’ their families and were reported to have ‘dive bombed’ a family home, followed by some low flying with a disastrous outcome. Needless to say, the remaining members of the course received stern warnings to avoid such action; in spite of this, there were other casualties before the course was completed.

In March, two of the flight groups travelled to a field in Bilbury from where flying training, formation flying and gliding approaches and landings were carried out. The purpose of operating from Bilbury was to familiarise trainees with the airfield and surrounding area at Bilbury prior to commencing night flying. Trainees received training, after which they were sent solo to qualify for a night landing. They were expected to complete 4 powered night take-offs and landings in the same session. Then followed a break of 2 weeks leave then on to their next posting. The other two flight groups travelled to Bilbury a few days later and went through the same procedures.

Subsequently, all trainees were given a flight test by the Chief Flying Instructor to verify whether they had reached the required flying standard. Harry (Wickham) was among the few who were given an ‘above average’ assessment. Later, the course members were assembled and told whether they were now entitled to wear the much coveted RAF ‘Pilots Wings’ emblem over the left pocket of their uniform jackets. Over the next few days, a number of other details and procedures were carried out. This included notification of promotion either as Sergeant Pilots or advise to the selected few who had been recommended for a commission as Pilot Officers. The trainees were then granted 2 weeks leave during which time they were told that they would receive details of the next unit station for undergoing further training known as Operational Training Unit (OTU) (This piece written jointly by Roger Manuel and Mary Gardener (Wickham) [/italics]

Harry’s Officer Log Book was issued 17 October 1940. The certificate at that time stated that he had been instructed in aircrew in accordance with standard procedure laid down, and was certified to be competent to start up the Tiger Moth without the supervision of an instructor. He had trained as 2nd pilot on Tiger Moths from 29th September 1940, ending up as First Officer Pilot on 28th October 1940.

On 5 November 1940, he certified that he understood the petrol, oil and ignition systems of the Oxford type aircraft, also the hydraulics, the emergency system, action in event of fire, and how to abandon the aircraft.

On 27th April 1941, he was then certified as ability above average on Whitley 3 and 5 in air tests at Cologne and Hanover. In July he became a member of B Flight 102 Squadron with operations at Calais. He continued as Pilot throughout August and until the end of 1941 always as chief pilot on Whitley 3

[page break]

& 5 with bombing at Berlin, & Stettin (Szczecin, Poland, once part of Germany?) operations at Duisberg. This was the time he met Sergeant Bachelder (?) who became his second pilot. They remained good friends throughout the war and also corresponded afterwards for years.

[missing letter]n 1942, he concentrated upon training in his favourite aircraft, the Halifax 1 & ll. On 3 December 1941, the first Halifax arrived from Handley Page Ltd. The conversion training started just after the beginning of the New Year and by 22 April 1942, the Squadron was allowed to fly it first air raid with the Halifax. Sadly, just 5 days later, the first two Halifaxes were lost on operations. Harry had started flying Halifaxes on 2 January and was assessed for flying as ‘above average’. He then continued through to April on air tests and operations. The raids noted little opposition. Later operations targeted bombing.

From records:

2nd January. Halifax type l. With 2nd officer Anderson, F/O Johnson – familiarity with dual circuits and landings. Solo and overshoot procedure.
Summary for January 1942 Unit 28 HCF.
February 1942. Halifax ll (2) Calder Driscoll with S.I engine caught fire.
Landed Holme.
12 February 1942. Halifax ll with P/O Turnbull & P/O Welch over the night flying rest 2 crew.
March 1942. Halifax l 2 crew solo.
Summary – course ending 22 March 1942 Halifax O.C. 28 CP(F?)A Flight l & ll. F
On 23 March 1942. Assessment of Ability as a Halifax pilot ‘above the average’. Confirmed as officer commanding(?).
Cross country Finningley. Bassing Bourne. Worcester. Local flying and country plus air test.
Pilot Halifx [sic] ll. F/Sgt Boyd. Davidson. Fantini, Holmes. & Bill Gillies. Ops at Ostend. Target not bombed (bomb sight u/s. Starboard engine failure.)

The flying continued on Halifax 11s until 29th April when Bill Gillies joined him as Rear Gunner. He remained with the crew until 16 June 1942 (3?).

There were operations in Cologne in May with the results that over 1,000 a/c on target, smoke from burning up to 1500(0?) This was the most successful raid of the war although 43 aircraft were lost. June arrived with further bombing operations at Essen, always with Bill Gillies in his crew. There were air tests and ferrying to RAF Topcliffe in North Yorkshire. Harry completed 44 trips in all up to 25 June 1942.

102 Squadron from 1 May 1942.

The 102 Squadron was originally formed as a night bomber squadron on 17 August 1917 at Hingham in Norfolk. By the end of that year, it had flown 32 separate raids and dropped a total of 55, 199lbs of bombs. Later, its role

[page break]

changed to being a night bomber and, by the end of WW1, it had flown approximately 295 raids. However, with the war’s end, the squadron returned to England in March 1919. On the 3 July 1919 the squadron was disbanded. It did not finish there. With the realisation that the inter-war RAF was lagging behind most of its European neighbours, and the belief that a future war would be fought entirely by bombers, in October 1935 102 Squadron was reformed at the airfield of Worthy Down near to historic Winchester.

[italics] With the continuation of night flying and finally operations at Essen and Bremen, ferrying to Topcliffe for further practice, the crew at the end of June had flown 318 operational hours, making 44 trips. Their new assignment was to the Middle East, due to arrive in Cairo on 26th January 1943. [/italics]

Several letters have been received with interesting details of 102 Squadron and the movement of Whitleys and Halifaxes in the years up to 1942.

The year 1941 started very badly when a Whitley was intercepted and shot down in the North Sea, with deaths of all the crew. However, it would be over three months before any operational deaths occurred. On 13 March, one Whitley crashed on its return to Britain, killing the pilot and injuring three crew. Another two aircraft were lost over Germany with 9 aircrew killed and one taken prisoner.

On 3 December 1941, the first Halifax arrived from Handley Page. The conversion training started just after the beginning of the New Year 1942 and by 22 April 1942, the Squadron was allowed to fly it first raid with the Halifax. Sadly, just 5 days later the first 2 Halifaxes were lost in operations.

Harry had started flying the Halifax 1 on 2 January, 1942, being assessed for flying as above average. He then continued to April on air tests and operations. Later, operation targets were bombed. Operations at Cologne in May led to results over 1,000 a/c (?) on target ‘smoke from burning up to 15,000 (feet?). Most successful raid of the war. 43 aircraft lost.’

June arrived with further operations at Essen & bombing, still with rear gunner Canadian Bill Gillies (later to be his brother-in-law) in Harry’s crew. This, with the Halifax 11. Also ferrying to Topcliffe. This continued throughout until 25 June 1942 (?), forty-four trips in all. A friend, Sergeant Batchdelder and his crew were shot down in their Halifax and in June 1942 taken prisoners. Harry was able to meet the Sergeant again after the war.

One interesting account appeared in Harry’s log book on 31 July 1942:

‘OPS at Tobruk. Returned on two engines SOS went over sea. Unfeathered. Height not maintained. Crashed into desert. No-one hurt. Bailed out. Halifax.’

This relates to the time when Harry Wickham and his crew, including Bill Gillies, were in action in the Middle East and spent time in the Desert Warfare there. At one stage, his aircraft was attacked and he was forced to tell his crew to bail out, before returning to base alone. For this, he was awarded the

[page break]

D.F.C. (In later years, we were able to smile quietly at the story told by the crew after landing in the desert among the tents of a desert tribe, with many women watching with interest. Harry was not quite sure how the crew were showing their interest.)

The official report was as follows:

‘P/O H W Wickham RAFVR no 462. (RAAF) SQU. This officer has displayed fine qualities of leadership and judgement throughout an operational career, which included the ‘1000 bomber’ raids and three attacks on Berlin while operating from this country. On one occasion, when detailed to attack Tobruk, his aircraft was illuminated by searchlights and one engine rendered unserviceable by anti-aircraft fire. While on the return flight and still 160 miles for base, a second engine became useless. Everything possible was jettisoned and the gunners were ordered to bale out. In spite of this, a forced landing in the desert became necessary. This was accomplished so skilfully by P.O Wickham that the aircraft sustained little further damage and was subsequently salvaged.’

His crew, with Bill Gillies as rear gunner, were held in the desert by Arabs (friendly?), and Harry returned to base alone. He continued flying through the remainder of the year, to both Bombay and Tobrok [sic]. Finally the assessment of his ability for that year was given as ‘exceptional’. All this before travelling to Cairo.

July and August were quieter by comparison to earlier months whilst September and October saw a slight increase. Autumn now became winter and the war continued unabated as did 102’s casualties. Three aircraft in November and 7 in December. Winter weather was usually an ally for bomber crews and January 1943 was proof of this, only one training accident and operational loss.

At that time, the Squadron was fully operational and it was not long before losses began to creep up again. Experienced crew or crews on their first mission, it made no difference. As the Bomber Command’s campaign intensified, so did 102’s losses. In 1943, seven were lost in February, 5 in March, 4 in April, 9 in May, 5 in June and 10 in July. One Flight Sergeant Hartshorn had been involved in 2 accidents in 1942 from which he and his crew walked away unscathed. His crew were unusually popular. . . . always laughing, joking and leg-pulling. However, one night they got straight into their aircraft without saying a word to anyone or to each other. The pilot did the required checks and sat staring into space. Then they took off. They did not return.

During this time, Harry managed to fit in a trip to Wales. His rear gunner, Bill Gillies, had decided to get married and asked Harry if he would be his best man. So, between operations, they travelled together to Treforest, a village in South Wales. This is how I met Harry. He was the best man and I was the bridesmaid. I walked up the aisle with my sister, Esme, and there I met Harry.

[page break]

The wedding ceremony took place on 15 May 1943 at our church in Treforest, situated at the foot of the mountain Eglwysillian, alongside the river Taff. It was in all a happy and picturesque event, despite the ravages of war. Bill had flown with Harry for many missions to Germany, including the time when Harry was forced to leave him with the rest of his crew in the desert. Later Bill and Esme moved (Esme too?) to the Isle of Man and finally returned to Canada with a baby son, John.

In June 1943, Harry continued to fly the Halifax for checks and air tests. On 25 July, when searching the seas, they found a small boat containing ten men of the crew of a Flying Fortress, picked up by the enemy and being taken to Denmark. They were eventually able to direct a launch to their rescue.

August 1943 was just as bad with 10 aircraft lost, but then losses lessened towards the end of the year – 3 in September, 4 in October, 5 in November and 4 in December. It was therefore hoped that 1944 would continue in the same way. Only one mission was flown in the first three weeks of January and that was a mine-laying trip for 10 crews, all of whom returned. However, 20 January, 1944 came as a terrible shock to the Squadron when 5 Halifaxes were lost over enemy territory, one crash-landed on its return, another crew became lost and baled out over Yorkshire and another badly damaged by a night fighter. In human terms, 16 aircrew were killed or missing and 22 became prisoners-of-war.

The Squadron diarist wrote ‘This was an exceptional night of misfortune and unlikely to be repeated’ but sadly it was less than 24 hours later, in an attack on Magdeburg, that another 4 aircraft were shot down, with 18 aircrew killed or missing and 10 prisoners-of-war.’

Only one more mission was flown that month against Berlin, with the loss of 2 more bombers. February 1944 was another 5 losses before the Halifax was withdrawn from operations over Germany. As a result, the months that followed were much quieter, with the Squadron now carrying out more mine-laying trips.

In April 1944, the Squadron started bombing targets in preparation for the invasion of Europe. On 10 June, however, disaster struck. One of the pilots had only recently arrived in the Squadron. Not yet 22 years of age, Squadron Leader David Fisher had already been awarded the Distinguished Flying Cross (DFC) and the Distinguished Medal. His loss was keenly felt by all. His crew were coming to the end of their tour in June 1944. During their time with the Squadron, they had seen heavy casualties and few crews were completing their tours. The arrival of Squadron Leader Fisher and his crew vitalised the Squadron. Here was a young, well-decorated man starting yet another tour. ‘Some do survive’ was a common comment. When he and his crew failed to return, the effect was devastating.

June 1944 was to be 102 Squadron’s nadir. Fourteen aircraft were lost but, in the six months that followed, only a further twelve were lost. Targets now ranged from supporting the Allied advances to targets in Germany, as a result

[page break]

of Bomber Command being released from Supreme Headquarters Allied Expeditionary Force in mid September 1944.

The flying tests were continued through September 1944 to February 1945. As with most winters during the war, the weather hampered operations during this time. Four operations were lost in operations and another crashed in an accident in January, while just two were lost on the same night in February 1945. Re-equipped with the improved Halifax Mark Vl at the end of February, the Squadron could now hit targets further to the east, its first Mark Vi being lost over the Czech Republic on 5 March. Still, the Germans were capable of surprising the Allies. On 3rd/4th March, German night fighters followed those bombers attacking Kamen back to their bases, where they attacked them. Losses on both sides were high but 102 managed to get away unscathed as Sergeant Bill Ollertom remembers:

‘It was very easy until we had crossed the Channel back to the English Coast on our return, then all hell let loose. Aircraft were flying against the mainstream and the cry of ‘ Bandits! Bandits!’ revealed all. The Luftwaffe was attacking aircraft in all stages of airfield approaches. Consequently, no airfield would switch its lights on. There was plenty of confusion and pandemonium, and the ‘Mayday’ channel was overworked. Then we were given a ‘Mayday’ slot and landed on approach of three lights. Then an equally dimly lit black-and-white control van took us around the perimeter on our last drops of fuel’.

The Squadron suffered its last operational loss on 18 March 1945, when Flying Officer Royston and his crew were killed. On 25 April 1945, the squadron flew its last operational sortie, remembered by Flight Sergeant Brabin:

‘Wangerooge was an island at the mouth of the Elbe river near Hamburg, on which were coastal gun batteries to protect naval ships and installations in the Heligoland Blight [sic]. They had been particularly destructive to our bombers, so were delighted to hear that there was to be a massive daylight raid on this target. The flak that greeted us was very concentrated as usual but, as our bombs reached the target, the anti-aircraft fire slowed and eventually stopped. We were well back in the stream in a good position to see the effect we wre [sic] having’.

Fourteen days later the war in Europe was over. Two days before that, 102 was transferred to Transport Command. In October 1945, it traded in its Halifaxes for Liberators but, just over a year after the war ended in Europe, the Squadron disbanded. It did not die there and then, in response to an increase in Soviet tactical air-power. In October 1954, 102 was reformed, commanded by Squadron Leader Bill Martin. This time the aircraft was Canberra jet bombers, a temporary measure as 102 was disbanded again two years later. The nameplate was given to a Thor Missile Unit. Four years later, 102 Squadron was disbanded for good.

[page break]

During WW2, 102 Squadron dropped in the region of 14,118 tons of bombs and 1,865 mines, but the cost of human crew lives had been high. Later, Bomber Command came in for criticism for the tactics it employed and, with the benefit of hindsight, it is always easy to criticise. One must never forget the likes of those that flew, fought and died in such squadrons as 102. They died in order that today Great Britain and Europe does not live under a fascist dictatorship. If there are any doubts as to Bomber Command’s worth, a visit to the Allied Forces Memorial to those still missing over north-west Europe will be a stark reminder and will quickly dispel those doubts. This also applies to the kind of life left to the few who survived.