1 25 22 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2752/57844/SAudisRJ[Ser -DoB]v020007.pdf fe2bbc302264e52c491f006140d2a711 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Audis, Roger J 9 Squadron Association Description An account of the resource 41 items. The collection contains material collected by Roger Audis related to 9 Squadron RAF and airmen who served in the squadron. The collection includes four hand written operational record books, copies of log books, and interviews with Bomber Command veterans.<br /><br />It includes a <a href="https://ibccdigitalarchive.omeka.net/collections/show/4055">Scrapbook</a> belonging to Ken Rogers.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Richard James and catalogued by IBCC Digital Archive staff, Barry Hunter, and Nick Cornwell-Smith. Date A point or period of time associated with an event in the lifecycle of the resource 2023-04-27 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Audis, RJ Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource William (Bill) Shutler’s Royal Air Force Flying Log Book Identifier An unambiguous reference to the resource within a given context SAudisRJ[Ser#-DoB]v020007 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Description An account of the resource William (Bill) Shutler’s Flying Log Book from 25th November 1943 until 9th February 1946. During this time trained as a navigator. Trained at No. 7 Air Observers School, 14 Operational Training Unit, 1660 Heavy Conversion Unit and No. 5 Lancaster Finishing School. In August 1944 posted to 9 Squadron for operations. In September 1945, posted to 106 Squadron. Served at RAF Bishops Court, RAF Market Harborough, RAF Swinderby, RAF Bardney, RAF Waddington, RAF Metheringham. Aircraft flown were Anson, Wellington, Stirling, Lancaster. Bill Shutler flew 29 operations with 9 Squadron (13 day and 14 night bombing, 2 day Cook's Tours) His targets were Munster, Wilhelmshaven, Bremen, Flushing, Trondheim, Munich, Urft Dam, Dortmund-Ems Canal, Bergen, Leuna, Brux, Bohlen, Altenbeken, Ladbergen, Sassnitz, Harburg, Essen, Dortmund, Arnsberg, Wurzburg, Molbis, Lützkendorf , Prinz Eugen at Swinemünde, Pilsen, Helgoland, Berchtesgaden. With 106 Squadron he flew 8 Operation Dodge to Bari and Pomigliano and 2 Operation Spasms (Berlin). His pilots were Flight Lieutenant Buckley and Flying Officer Anderson. His aircraft was scheduled to fly operations against the Tirpitz but were cancelled due to weather. On 1st January 1945 his aircraft crashed on take-off and was written off. On two operations his aircraft was attacked by Junkers Ju 88 and Focke-Wulf FW 190 aircraft. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available. Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Temporal Coverage Temporal characteristics of the resource. 1943 1944-09-23 1944-09-24 1944-10-05 1944-10-06 1944-10-11 1944-11-22 1944-11-23 1944-11-26 1944-11-27 1944-12-11 1945-01-01 1945-01-12 1945-01-14 1945-01-15 1945-01-16 1945-01-17 1945-02-19 1945-02-20 1945-02-22 1945-02-24 1945-03-03 1945-03-04 1945-03-06 1945-03-07 1945-03-08 1945-03-11 1945-03-12 1945-03-14 1945-03-16 1945-03-17 1945-04-07 1945-04-08 1945-04-09 1945-04-13 1945-04-16 1945-04-17 1945-04-19 1945-04-25 1945-06-01 1945-06-19 1945-09-22 1945-09-27 1945-10-10 1945-10-13 1945-11-07 1945-11-09 1945-11-30 1945-12-13 1946-01-17 1946-01-18 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Leicestershire England--Lincolnshire Northern Ireland--Downpatrick Germany Germany--Ruhr (Region) Germany--Altenbeken Germany--Arnsberg Germany--Berchtesgaden Germany--Berlin Germany--Borna (Leipzig) Germany--Bremen Germany--Dortmund Germany--Dortmund-Ems Canal Germany--Essen Germany--Hamburg Germany--Helgoland Germany--Ladbergen Germany--Leipzig Germany--Leuna Germany--Munich Germany--Münster in Westfalen Germany--Sassnitz Poland--Świnoujście Germany--Urft Dam Germany--Wettin Germany--Wilhelmshaven Germany--Würzburg Italy Italy--Bari Italy--Pomigliano d'Arco Netherlands Netherlands--Vlissingen Norway Norway--Bergen Norway--Trondheim Czech Republic Czech Republic--Most (Okres) Czech Republic--Plzeň Poland Germany--Böhlen Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Conforms To An established standard to which the described resource conforms. Review Oct 2024 106 Squadron 14 OTU 1660 HCU 9 Squadron Advanced Flying Unit Air Observers School aircrew Anson bombing bombing of Helgoland (18 April 1945) Cook’s tour crash Fw 190 Heavy Conversion Unit Ju 88 Lancaster Lancaster Finishing School navigator Operation Dodge (1945) Operational Training Unit Prinz Eugen RAF Bardney RAF Bishops Court RAF Market Harborough RAF Metheringham RAF Swinderby RAF Syerston RAF Waddington Stirling Tallboy Tirpitz training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/2752/57836/SAudisRJ[Ser -DoB]v020001 2.pdf de01e947f8cbd92e89e34351b6f61bde Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Audis, Roger J 9 Squadron Association Description An account of the resource 41 items. The collection contains material collected by Roger Audis related to 9 Squadron RAF and airmen who served in the squadron. The collection includes four hand written operational record books, copies of log books, and interviews with Bomber Command veterans.<br /><br />It includes a <a href="https://ibccdigitalarchive.omeka.net/collections/show/4055">Scrapbook</a> belonging to Ken Rogers.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Richard James and catalogued by IBCC Digital Archive staff, Barry Hunter, and Nick Cornwell-Smith. Date A point or period of time associated with an event in the lifecycle of the resource 2023-04-27 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Audis, RJ Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource J F Lane’s Royal Air Force Flying Log Book Identifier An unambiguous reference to the resource within a given context SAudisRJ[Ser#-DoB]v020001 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Description An account of the resource J Lane’s Flying Log Book from 30th October 1943 until 19th June 1944. During this time trained as an air gunner. Training starts at No. 12 Air Gunners School, 29 Operational Training Unit, 1661 Heavy Conversion Unit and No. 5 Lancaster Finishing School. Operational posting to 9 Squadron in August 1944 as a rear gunner. Served at RAF Bishops Court, RAF Bruntingthorpe, RAF Bitteswell, RAF Winthorpe, RAF Syerston, RAF Bardney. Aircraft flown were Martinet, Anson, Wellington, Stirling, Lancaster I, Lancaster III. Lane flew one night leaflet operation with 29 OTU to Orleans. His pilot was Sergeant Dickenson. They force landed on their return. With 9 Squadron he flew 30 bombing operations (19 day, 11 night). His targets were La Pallice, IJmuiden, Brest, Karlsruhe, Bremen, Trondheim, Munich, Urft Dam, Dortmund-Ems Canal, Bergen, Leuna, Brux, Altenbeken, Sassnitz, Essen, Dortmund, Arnsberg, Vlotho, Farge, Molbis, Lützkendorf, Swinemünde - Prinz Eugen, Helgoland, Berchtesgaden. His pilots were Flying Officers Wiley, Newton and Williams. Numerous annotations give more detail of operations. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available. Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Temporal Coverage Temporal characteristics of the resource. 1943 1944-04-22 1944-04-23 1944-08-16 1944-08-18 1944-08-24 1944-08-27 1944-09-27 1944-09-28 1944-10-06 1944-11-22 1944-11-23 1944-11-27 1944-11-28 1944-12-11 1945-01-01 1945-01-12 1945-01-14 1945-01-15 1945-01-16 1945-01-17 1945-02-14 1945-02-22 1945-02-24 1945-03-03 1945-03-04 1945-03-06 1945-03-07 1945-03-11 1945-03-12 1945-03-14 1945-03-15 1945-03-19 1945-03-27 1945-04-07 1945-04-08 1945-04-09 1945-04-13 1945-04-19 1945-04-25 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Leicestershire England--Lincolnshire England--Nottinghamshire Northern Ireland--Downpatrick Germany Germany--Ruhr (Region) Germany--Altenbeken Germany--Arnsberg Germany--Berchtesgaden Germany--Borna (Leipzig) Germany--Bremen Germany--Dortmund Germany--Dortmund-Ems Canal Germany--Essen Germany--Helgoland Germany--Karlsruhe Germany--Leuna Germany--Munich Germany--Sassnitz Germany--Urft Dam Germany--Vlotho Germany--Wettin Czech Republic Czech Republic--Most (Okres) France France--Brest France--La Pallice France--Orléans Netherlands Netherlands--IJmuiden Norway Norway--Bergen Norway--Trondheim Poland Poland--Świnoujście Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Conforms To An established standard to which the described resource conforms. Review Oct 2024 1661 HCU 29 OTU 9 Squadron air gunner Air Gunnery School aircrew Anson bombing bombing of Helgoland (18 April 1945) forced landing Heavy Conversion Unit Lancaster Lancaster Finishing School Lancaster Mk 1 Lancaster Mk 3 Martinet Operational Training Unit Prinz Eugen RAF Bardney RAF Bishops Court RAF Bitteswell RAF Bruntingthorpe RAF Syerston RAF Winthorpe Stirling Tallboy training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/2752/55543/SAudisRJ[Ser -DoB]v010013.pdf bcad0ef8613507284c405f5c593a421e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Audis, Roger J 9 Squadron Association Description An account of the resource 41 items. The collection contains material collected by Roger Audis related to 9 Squadron RAF and airmen who served in the squadron. The collection includes four hand written operational record books, copies of log books, and interviews with Bomber Command veterans.<br /><br />It includes a <a href="https://ibccdigitalarchive.omeka.net/collections/show/4055">Scrapbook</a> belonging to Ken Rogers.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Richard James and catalogued by IBCC Digital Archive staff, Barry Hunter, and Nick Cornwell-Smith. Date A point or period of time associated with an event in the lifecycle of the resource 2023-04-27 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Audis, RJ Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Ken Johnson’s Royal Air Force Observers and Air Gunners Flying Log Book Identifier An unambiguous reference to the resource within a given context SAudisRJ[Ser#-DoB]v010013 Description An account of the resource Ken Johnson’s Flying Log Book as an air gunner from 23rd October 1943 until 17th July 1945. During this time trained as an air gunner. Trained at No. 2 Air Gunners School, 29 Operational Training Unit, 1654 Conversion Unit, and No 5 Lancaster Finishing School. During OTU Gunnery Course, a Miles Martinet was used as the target aircraft. In June 1944 posted to 61 Squadron. For his second tour he was posted to 9 Squadron in December often dropping Tallboy bombs. Served at RAF Dalcross, RAF Bruntingthorpe, RAF Wigsley, RAF Syerston, RAF Skellingthorpe, RAF Bardney. Aircraft flown were Anson, Wellington, Stirling, Lancaster. With 29 OTU, Johnson flew one leaflet operation at night. With 61 Squadron he flew 33 bombing operations (18 night, 15 day) whilst with 9 Squadron there were 10 day bombing, 1 Operation Exodus, and 1 Operation Post Mortem. His targets were Orleans, Watten, Gelsenkirchen, Limoges, Prouville, Vitry, Beauvoir, St. Leu D’Esserent, Kiel, Donges, St Cyr Versailles, Givors, Stuttgart, Cahagnes, Joigny, Mont Candon, Bois de Cassan, Trossy St. Maximin, Secqueville, Chatellerault, Russelsheim, Bordeaux, Gilze-Rijen, Stettin, La Pallice, Rollancourt, Brest, Le Havre, Darmstadt, Boulogne, Dortmund Ems Canal, Karlsruhe, Urft Dam, Bergen, Altenbeken, Dortmund, Arnsberg, Swinemünde (Prinz Eugen), Heligoland, Berchtesgaden, Flensburg. His pilot for all operations was Flight Lieutenant Watkins, other than the Operation Post Mortem when it was Flying Officer Macdonald. On the operation to St. Cyr on 25th July 1944, his aircraft was hit by bombs from an aircraft above, causing the loss of the rear turret including the rear gunner. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available. Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Temporal Coverage Temporal characteristics of the resource. 1944-02-28 1944-02-29 1944-06-19 1944-06-20 1944-06-21 1944-06-22 1944-06-23 1944-06-24 1944-06-25 1944-06-27 1944-06-28 1944-06-29 1944-07-04 1944-07-05 1944-07-07 1944-07-08 1944-07-23 1944-07-24 1944-07-25 1944-07-26 1944-07-27 1944-07-28 1944-07-29 1944-07-30 1944-07-31 1944-08-01 1944-08-02 1944-08-03 1944-08-05 1944-08-07 1944-08-08 1944-08-09 1944-08-10 1944-08-12 1944-08-13 1944-08-15 1944-08-16 1944-08-17 1944-08-19 1944-08-31 1944-09-05 1944-09-10 1944-09-11 1944-09-12 1944-09-17 1944-09-23 1944-09-24 1944-09-27 1944-12-09 1944-12-11 1945-01-12 1945-02-22 1945-03-12 1945-03-13 1945-03-14 1945-04-13 1945-04-19 1945-04-25 1945-05-04 1945-07-03 1943 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Leicestershire England--Lincolnshire England--Nottinghamshire Scotland--Highlands Germany Germany--Ruhr (Region) Germany--Arnsberg Germany--Altenbeken Germany--Berchtesgaden Germany--Darmstadt Germany--Dortmund Germany--Dortmund-Ems Canal Germany--Flensburg Germany--Gelsenkirchen Germany--Helgoland Germany--Karlsruhe Germany--Kiel Germany--Rüsselsheim Germany--Stuttgart Germany--Urft Dam France France--Beauvoir-sur-Mer France--Bordeaux (Nouvelle-Aquitaine) France--Boulogne-sur-Mer France--Brest France--Cahagnes France--Châtellerault France--Givors France--Joigny France--La Pallice France--Le Havre France--Limoges France--L'Isle-Adam France--Mont-Candon France--Orléans France--Rollancourt France--Saint-Cyr-sur-Mer France--Saint-Leu-d'Esserent France--Saint-Nazaire France--Secqueville-en-Bessin France--Trossy St. Maximin France--Vitry-sur-Seine France--Watten Netherlands Netherlands--Tilburg Norway Norway--Bergen Poland Poland--Świnoujście Poland--Szczecin France--Pas-de-Calais France--Saint-Cyr-l'Ecole France--Donges France--Versailles France--Prouville France--Pas-de-Calais Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Conforms To An established standard to which the described resource conforms. Review Oct 2024 1654 HCU 29 OTU 61 Squadron 9 Squadron air gunner Air Gunnery School aircrew Anson bombing bombing of Helgoland (18 April 1945) bombing of Luftwaffe night-fighter airfields (15 August 1944) bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944) bombing of Trossy St Maximin (3 August 1944) Heavy Conversion Unit Lancaster Lancaster Finishing School Normandy campaign (6 June – 21 August 1944) Operation Exodus (1945) Operational Training Unit Prinz Eugen RAF Bardney RAF Bruntingthorpe RAF Dalcross RAF Skellingthorpe RAF Syerston RAF Wigsley Stirling Tallboy training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/2753/50370/AMuhlTG19770430-0002.mp3 3d143f808c00731d5bb169f4663aba48 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2753/50370/AMuhlTG19770430-0001.jpg 51d92bfbac52ada523d7a11cdbb1c797 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Muhl, Trevor George Description An account of the resource 12 items. The collection concerns Trevor George Muhl DFC (b. 1920, 659000 Royal Air Force) and contains recordings featuring Arthur Harris and Lady Wallis from the RAF Bomber Command reunion dinner and Barnes Wallis's birthday in 1977, as well as copies of Tee Emm and photographs. The collection was loaned to the IBCC Digital Archive for digitisation by Angela Muhl and catalogued by Lynn Corrigan. Date A point or period of time associated with an event in the lifecycle of the resource 2023-09-29 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Muhl, TG Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document [Excerpt from film played] Other: Mr Chairman, Sir Ralph, my lords, ladies and gentlemen, pray silence for Marshall of The Royal Air Force, Mr Arthur T Harris, Baronet, Knight Grand Cross, the Most Honourable Order of the Bath, an officer of the Most Excellent Order the British Empire. Air Force Cross, Doctor of Laws, Commander in chief Bomber Command from 1942 to 1945. Your distinguished guest of honour. [applause] - 145 AH: Mr Chairman, members of the committee, ladies and gentlemen and not forgetting our two m’lords [laughter] I want to thank you all for the marvellous reception you’ve given to me tonight and if I went much further on that theme I don’t think I would really be able to control my feelings. All I can say is I thank you all from the bottom of my heart. And now I’ll go on from there to tell you that as you probably know I’m old, gaga and garrulous. I’ve got a lot to say which I think you ought to hear unless you’ve heard it before. But I realise that a lot of you came a long way and have got a long way to go. Therefore, if any of you have to get up and leave I can assure you I won’t be either put off or put out. So please take that as what I really mean. I won’t be a bit worried if you have to go because I know why for one reason or another. You know the work our crews did in Bomber Command and whenever I speak of the bomber strategic offensive I couple with it fifty fifty our gallant American friends of the 8th United States Air Force. [applause] Whenever I think of what they achieved I realise that you have never really been given adequate recognition of what you all did. As a matter of fact you have on many occasions been the object of the type of author or the type of journalist who knows perfectly well that where he couldn’t find a market for the ordinary tripe he’s capable of they could always tell a good sneer or a good smear. Here. Here. [applause] But I get my facts straight from the horse’s mouth. I don’t go digging around at the other end of the animal where those people like themselves. [applause] And we have some very fine horses running for us. Ranging from the most senior American commander to the most senior British commanders and oddly enough the most senior German commanders in the last war. You no doubt most of you heard of Albert Speer who was not a dyed in the wool Nazi anyhow to start with. He was a brilliant young architect and he got tied up with Hitler because Hitler liked drawing pictures with his assistance of the magnificent buildings they were going to erect at the end of a victorious war in order to usher in the beginning of the thousand-year Reich which thanks largely to you fellows never materialised. Now, Albert Speer as you know was imprisoned for twenty years. A matter of opinion, I think unjustly for doing his damndest to defend his own country. But when he came out of the prison he wrote two books. He’s been kind enough to send me copies of both those books and he’s inscribed them and as well as the inscriptions he has repeated in the letterpress of the book what he said in those inscriptions. And in his own words he has said that of all the war books he has ever read and he’s read a lot of them the effect of the strategic bombing of Germany was always underestimated. He goes on to say and these are his own words written in his own hand as well as repeated in the book that the strategic bombing of Germany was the greatest lost battle for Germany of the whole of the war. Greater than all their losses in all their retreats from Russia and in the surrender of their armies at Stalingrad. He then goes on to develop the reason why he makes those statements. Starting right back in June ’42 when we had barely started getting going with about an eighth of the size of force we required and the Americans were just beginning to bring their force over here there was a meeting amongst the high ups in Germany as to whether or not they would do this, that and the other thing. And when it came to the question of whether they would develop the atom bomb and don’t forget that before the war the Germans were ahead of everybody in that particular nefarious pursuit. When it came to that question, luckily for us and the world at large Hitler dismissed it. He said he’d have nothing to do with it because it was all Jew science. Well, that was a very lucky decision. But Albert Speer comments in his book apropos of that decision at that very early date. Now, he was glad because he couldn’t possibly have spared the enormous amount of skilled and semi-skilled and unskilled labour for any such ambitious project as the manufacture of the atom bomb from the necessity of using those people to repair the bomb damage to the German armament industry. Well, that was in June ’42 and of course that damage went on crescendo after that. His next statement might be of interest to you was that he reckons as Minister of Armament which he’d then became that by the end of 1943 when we were really getting going with about a quarter of the force we’d asked for and the Americans had really got going with their Mustang escort fighters that we had already deprived the German Armies on the Russian front, by bomb damage to industry of ten thousand of their bigger calibre of guns and six thousand of their heaviest and medium heavy tanks. Well, that was by the subscription towards the war. All done by the strategic bombing. But he goes much further than that and I tell you he made that remark about the bomber strategic offensive being the greatest lost battle of all for Germany and he goes on to explain why. The eight point eight centimetre dual purpose anti-aircraft and anti-tank gun was probably the most useful gun that the Germans possessed and as the armament for instance of the Tiger and Panther tanks it was the only gun, mobile gun capable of competing with the very heavy frontal armament of the Russian tanks. No less than twenty thousand of those guns had to be taken away from the German Army on all their fronts, kept away from them and scattered all over Germany because of the unpredictability of where the strategic bombers were going to strike next. Speer said that that reduced the anti-tank ability of the German forces on all their fronts by half. Well, when you realise that no Army on either side ever advanced a yard without their armoured spearheads first busting a way through the defence you can realise what it meant when the bombers, the strategic bombers cut their anti-tank defences by half. He goes on to say that that requirement of being prepared to defend every German city and every German vital factory against the possibility and unpredicted probability of bombing of any one of those particular places meant the stationing all over Germany of hundreds of thousands of men who should have been in the forces. Field marshal Erhard Milch who commanded the German anti-aircraft defences said he had nine hundred thousand fit, he stressed the word fit men in his anti-aircraft command alone. When he said fit he means they were fit to be up in the front line of the German Armies on the various fronts and not kicking their heels around Germany waiting for the strategic bombers and wondering where they were going to strike next. Well, if you know of any individual Army on the Allied side which throughout the war deprived the German Armies of well over a million men and half their anti-tank abilities I would personally be very obliged for the information. [applause] Now, when Erhard Milch said he had nine hundred thousand men you can certainly add to that another two or three hundred thousand fit men who because they were skilled tradesmen had to be retained in Germany and not called up for Army service because their skills were required to keep the Nazi machine ticking over in the repair of bomb damage. I mean men like electricians, plumbers, railway workers, people who ran the oil manufacturing plants and so on and so forth. So there you get that enormous subtraction from German strength both in artillery and in manpower which was caused by the strategic bombers and by nobody else. Now, as I’ve said you don’t seem to have got adequate credit for that anyhow in this country but you certainly get it from the people who were immediately concerned such as Eisenhower, Monty, and the German leaders that I have mentioned. Albert Speer, General Sepp Dietrich etcetera etcetera. What Eisenhower had to say about you was this. Twenty five years after the war the Americans released a lot of stuff from their top secret archives. Amongst them letters exchanged between General Marshall the head of the American Army and General Eisenhower. And in this one particular letter Marshall refers to the fact that the joint chiefs of staff in America had decided that our invasion of Europe was going so well that the time had arrived to take away the direct command of the British bombers and the American bombers from Eisenhower and return it to the heads of their own respective services Sir Charles Portal and General Arnold because those two heads of services had other theatres of war to compete with as well as Europe. In Eisenhower’s reply and I have a copy of his reply he said, ‘Although Marshal expressed his apprehensions that that would result in Eisenhower getting less support from Bomber Command than he’d been used to Eisenhower said he had no such fears. And his actual words were that he had come to regard the British Bomber Command as one of the most effective parts of his entire organisation always seeking and finding and using new ways for their particular type of aircraft to be of assistance in forwarding the progress of the armies on the ground. But that was a pretty good recommendation from that source but we have others. You know Monty. You’ve probably heard of was not by any means given to praising idly. But I have heard Monty say on two occasions, both were vast public banquets given to him once in this city and once in Cape Town. I’ve heard him say that he regarded the British bombers as having been the greatest of all in the destruction of the German, the German Armies as a whole. Now, that was pretty good coming from a soldier and not given to praising others lightly. On the other hand I have seen articles written by one, in particular by a man described as a very well-known military correspondent in which he made two remarks. He said all that Bomber Command ever did was to raise better obstacles in front of the progress of our Armies than the Germans could have done themselves. That was one remark. The other remark he made was that we took no part whatsoever in the Battle of the Ardennes where the Germans as you know nearly broke through the Allied lines. Well, whether you like to believe that or not is a matter for your personal tastes but I would say this that although that fellow said that we had raised these appalling obstacles in front of our own Army I would agree to this extent. That our grade one prized boffin, dear old Barnes Wallis who I’m so sorry is not able to be here tonight but I hope you will send him your best wishes. [applause] If he had have come here I would have recommended that after this dinner you would have, should have debagged him for grave dereliction of duty in not designing the one urgent requirement of the Army which I’m sure he could have done with half an hour and the back of an envelope. And that was a bomb that made a self-filling crater but yawned, but yawned deep and wide to embarrass and trap the enemy but automatically filled it up as soon as it sensed the approaching footfall of an Allied soldier. [laughter – applause] Now, let’s take the statement that you fellows took no part in the battle of the Ardennes whereas you recall in its last frantic effort by the Germans to break through our lines was just held up on the verge of a breakthrough by what? By the Allied general on the spot. This is history as it’s made firing off at a hitherto unheard of or unexpected secret weapon. Thinking that his position was hopeless the Germans demanded his surrender and he fired off this weapon which was a rather mild four letter word. And that is history as she is wrote. But when you come down to brass tacks and find out what really happened to stop that offensive you’ll find that Hitler as soon as that offensive began to be held up he told Albert Speer to get up to the front and tell the general on the spot, Sepp Dietrick that he was to go on at all costs. At any costs. He was not to stop. Speer relates in great detail his tremendous difficulties in getting up to the front at all. The Ardennes country, a terribly difficult country, almost most impossible even for tracked vehicles to cross country. Only two very comparatively poor and precipitous road routes through it and everybody, especially the French were saying oh the Germans would never come through there. So it was quite lightly defended. And they said that in spite of the fact that this was the third occasion that the Germans had come through since 1870. Well, Speer relates his tremendous difficulties in getting up there at all. He said that sometimes he only made good a mile in an hour struggle and you can bet as Hitler’s representative that he would have been pushed, pulled and carried fire and all around and over and above any obstacles that existed finally arrives at the headquarters of the advanced armoured force on which the whole offensive depended. Their job was to break through the join between the American and the British Canadian Armies, turn sharp to the right northwards and drive the 21st British Canadian Army Group into the sea again for another Dunkirk. And there they were held up solid by that rude American general who made that remark which apparently forced those tough Germans who had fought through all that way regardless of shot and shell rock back on their heels, turnabout, burst into tears and go home to complain to mother about that rude man. That is how history is written. [applause] Well, when Speer eventually got to Sepp Dietrich’s headquarters he encountered the one German general who dared even mildly half answer back Hitler. The reason being that he’d started his career as Hitler’s private chauffeur in the early days of Nazidom and he had once very unfortunately for us and everybody saved Hitler from being assassinated. So he could mildly answer back and Speer relates how he said to Sepp Dietrich, ‘The fuehrer’s orders are that you’re to go on at once at all costs. You’re not to stop.’ And the answer he got was not a four letter word even like the one the American general used. But just a statement to the effect, ‘Go on? How can we go on. We have no ammunition left and all our supply lines have been cut by air attack.’ Well, that of course was a fairly potent reason for not going on with an offensive. And who cut his supply lines? You fellows cut it and nobody else. And the reason it was you and nobody else was that in the atrocious weather that existed over those critical days and nights all our bases on the continent were almost permanently shut down. The American bases in East Anglia were shut down to an extent where they couldn’t use their ordinary formation escorted daylight tactics but you fellows, you crews would get off in any muck and murk even if they couldn’t see as one cockney gunner once remarked to me, ‘You couldn’t see your hand in front of your bloody face.’ [laughter – applause] He said they’d get off under those conditions provided there was somewhere to get down in the morning and luckily where one base went out the other came in and so on and so forth. At the end of the Operations Room in Bomber Command I don’t know if any of you have seen it. Some of you have. But there was a map of the British Isles, a big one. Every base was marked with one little red bulb and one little green bulb showing whether the base was out or in. That map over those critical days and nights was behaving like a Christmas tree in a hurricane but you fellows did that job. And Speer gives a very informative account of what he called his nocturnal discussion with Sepp Dietrich that night. He said, as they sat there listening to the unending roar of heavy four engine bombers overhead in the fog and the crash of bombs behind them and Sepp Dietrich remarked to him, ‘You know, people don’t understand that not even the best troops,’ meaning his own troops of course and they were picked troops, ‘Can stand this mass bombing. One experience of it and they lose all their fighting spirit.’ And Speer’s concluding remarks to that conversation was, ‘What a scene of German military impotence. We’d no defences anywhere.’ Well, you know what happened after that? Monty attacking in the north with the 21st Army Group and some borrowed Americans and Georgie Patton the famous cavalry leader with the American armoured force attacking in the south sent those weeping Bosch back to where they came from and a lot further on as well. Well, now that remark of Sepp Dietrich was not patent to him by a long way. Shortly after our invasion got established in France Romel remarked to his superiors, ‘If you can’t stop the bombing we cannot win and it’s no good going on because all we get by going on is to lose another city every night. It’s make peace or drop the atom bomb if you’ve got it.’ Well, of course, I’ve told you why they hadn’t got it. He was not the only fellow who had made that remark by a long way. As our Armies advanced along the north coast of France they urgently required the use of the Channel Ports such as Le Havre, Boulogne and Calais etcetera. Those ports were manned by twenty thousand German soldiers not only sworn to do or die but under a master who they knew very well would see that they died if they didn’t do. What happened to them? We were asked to mass bomb the defences so as we could get our fellows into those ports. They all surrendered. Twenty thousand troops with a total loss of a hundred and fifty casualties to our Army thanks entirely to the massed bombing. And in the pocket diary of a senior German commander who surrendered at Boulogne were written the words, “Can anybody survive this carpet bombing? Sometimes one is driven to despair when at the mercy of the Royal Air Force without any protection. It seems that all fighting is in vain and all losses are in vain.’ Well, there you are. One after another the German generals said the same thing. Now, when it comes to our side and the American side what Eisenhower I told you thought of us but after the bombing that did so much in the battle of the Ardennes he sent me a thank you message. And I replied thanking him for his message and I said that message had been passed to the crews responsible and I finished my signal by saying, ‘You know by now you can always depend on my lads for anything short of the impossible.’ [recording interrupted] [unclear] relates how that signal of mine was circulating around Eisenhower’s headquarters and scrolled across my signal in Eisenhower’s handwriting were the words, “God damn it.” You know in the American language that’s all one word. “God damn it. They’ve already achieved the impossible.’ Now there’s a famous military — [applause] There is a so-called famous military correspondent saying that Bomber Command did nothing but make infernal nuisance of themselves where our Armies were concerned on the Continent and their commander in chief saying that you fellows achieved the impossible on behalf of the Armies. Who’d you like to believe? Well, I’ve got very little more to say except that quite apart from the fact that those facts I’ve given you indicated beyond doubt agreement with Albert Speer’s statement that the strategic bombing of Germany was the greatest of all their losses in the war. I would say you also scored the biggest air victory of the war because you did what Boom said was the one thing you had to do to defeat an enemy. Drive him on the defensive. And you certainly did that. Over the last year or two of the war the Germans did nothing with their Air Force which had been the major cause of their easy sweep right across Europe, Poland, everywhere else at the beginning of the war and their easy victories. But they did nothing over the last year or two of the war but make fighters and train fighter pilots in a despairing effort which failed in its object to protect the Fatherland from the strategic bombers. And that was a fact. That effect of that was firstly that it put an entire stop to the bombing of this country. It’s quite true they started off with these comic rockets and things. Well, you know the V-2 rockets for instance. The thing that created quite a bit of alarm and despondency. The maximum possible production of those V-2 rockets was a thousand a month. A thousand a month and it took five thousand of them to carry as much explosive as one attack by the strategic American and British bombers. So they are the comparative values. Now, and I’ve told you I think you won certainly one of the major ground battles. What I’ve told you about Albert Speer certainly one of the major air battles in driving them entirely on the defensive. What you’ve never been given any credit for you certainly won the major Naval battles of the European war. Who said so? Speer again. I have written, I have read an account by a so-called expert Naval correspondent who said in the whole of the war Bomber Command only sank one submarine. What does Albert Speer say? He was responsible for the production of submarines and everything else. This simple sentence in one of his books. “We would have kept to our promised output of submarines for Admiral Dӧnitz’s U-boat war if the bombers had not destroyed a third of them in the ports.” Well, who was right? The Navy who wanted to pinch all our Lancasters to go looking for haystacks all over the Atlantic, looking for needles in the haystack or we who said the place to get the submarines was where they came from and not where they went to. [applause] But that was only the beginning of the Naval war. The German admiral in charge of the training of U-boat crews in the Baltic wrote a letter in which he said, “Without trained U-boat crews you cannot have a U-boat offensive and I can’t train crews if you can’t keep these damned air laid mines away from my training ground.” Well, they couldn’t keep them away although the major expensive effort by the German Navy during the war was timed to counter the thirty thousand tons of mines that you fellows laid in waters approaching every port that the Germans used from the Baltic through the whole of the North Sea coast and down to the Bay of Biscay. And it would be quite certain that apart from the other wreckage they caused those mines certainly accounted for quite a number of other submarines who disappeared. If my German pronunciation is right, I’m not very good at it, spurlos versank. Disappeared. Sunk without trace. And those mines incidentally coupled with the bombing virtually annihilated the German merchant marine on which they depended for the import of vital ores from Scandinavia for their basic industries. And the Swedes who also were forced to participate in that trade when they realised towards the concluding stages of the war that the German pistol in the back of their neck was no longer a serious threat they withdrew what was left of their merchant marine from the same trade sooner than put up with traditional losses of men and ships. So that’s what you achieved in the Naval War but that was by no means all. Few people realise that at the beginning of the war the Navy, the German Navy had a high seas fleet. They had a high seas fleet consisting of about seventeen absolutely super battle wagons ranging all the way from the big fellas, the Tirpitz and the Bismark, Willie Tait finished off the Tirpitz with his merry boys. The Tirpitz and the Bismark all the way down through the heavy armoured, heavy battle cruisers and the pocket battleships etcetera. Sixteen or seventeen of them. What happened to them? Do you ever hear? No. Well, I’ll tell you now what happened to them. The Navy sank three of them. The Fleet Air Arm sank one. That’s what? Four. I have to add up on my fingers in my old age. The Norwegian shore defences sank one during the invasion of Norway. That’s five isn’t it? The Russian Navy did so much damage to one that it was out of action for nearly the whole of the war. That’s six. Bomber Command kept two out of action by repeated damage so much during the war that they would never really have been available for anything in nature of a fleet action. That’s two more gone. Where have we got to? That’s nine. Bomber Command sank six and really hardly got a thank you for it. So there you are. What happened? There were two left. The Prinz Eugen and the Nuremberg and in the closing stages of the war they were lying outside Copenhagen. Cold meat to the big bombs that Willie Tait and Co were just putting on their machines. And I happened to be out of my office for five minutes, occasionally I had to leave my office for five minutes. My deputy commander had taken a half day off. One of six half days he took off during the entire war either to attend to his own business or have his business attended to him and my Naval liaison officer was an absolutely first-class fellow and was the utmost assistance to us with the mining. When I got back to my office there he was all of a tremble and he said I had to countermand the attack on the Eugen and the Nuremberg. I said, ‘Why?’ He said, ‘Orders from the admiralty.’ Well, of course you couldn’t blame the lad. To a Naval officer an order from the Admiralty is one above a direct command by the almighty. So he’d done it and there he was all of a tremble and by then it was too late to turn the bombers back again. But those two ships were cold meat and the fact that they escaped enabled them rather spitefully to expend most of their ammunition on bombarding around Copenhagen doing quite a lot of damage and killing a lot of our Danish friends and would-be Allies. Well, take into account what we did to the submarines and don’t forget and I’ve forgotten to tell you that when the destruction in the port came absolutely intolerable the Germans had a bright idea. They’d prefabricate their submarines inland. Send a huge section down to the port so there’d only be a few days or weeks being buttoned together rather than many months being built from the keel upwards and destroyed in the process by the bombing. But that didn’t work either because the pre-fabricated sections were too big to go by rail or road. They could only go by canal which was exactly why the strategic bombers, American and British kept on busting up the two canals concerned, the Mitteland Canal and the Dortmund Ems with the result that those prefabrication sections, the deliveries of them to the ports quickly sank from a maximum of a hundred and twenty sections in one month to a few handfuls and to zero. Well, I hope I’ve told you enough about your share in the Air War and the Naval War and in the Land War and nobody can take that away from you because as I say it’s all from the horse’s mouth. From the leading Germans to the leading Americans and the leading British. Even Lord Alanbrooke, the head of the Army who was no friend of the Air Force always making inordinate demands on what was, what we should do for them. He admitted in his private diaries which were published after the war by Sir Arthur Bryant, he referred to the brilliant skill of the bombers and the outstanding assistance they gave to the Army during the invasion. Well, when you consider that our invasion of France consisted to thirty seven divisions large, with a large contingent of green and inexperienced troops and the experience in the first war the soldiers always said, ‘Well, if you want any chance of success in the attack you must be two to one advantage in numbers and material over the enemy.’ There was thirty seven division chased sixty German divisions clean across Europe from the Atlantic to the Elbe totally destroyed the German Army of a half a million men. The 7th Army. Captured tens of thousand of prisoners, all their equipment and beat them down to unconditional surrender at Lüneburg Heath. And that was largely due to two things. The Germans lack of anti-tank defences and the complete not air superiority but absolute air supremacy of our fellows over on the continent thanks to the fact that the bombers had forced the German Air Force to expend nearly all its effort on a failed attempt to defend their own country. Thank you for listening to me. And thank you — [applause] I just want to add, I just want to add one word and that is my grateful thanks not only for all you people coming all this distance that you have come in your numbers to give me this marvellous party but also to the committee, especially Ray [unclear] and his merry men who started the whole business. You owe them, I think thanks for what I’m sure you will feel has been a quite jolly meeting of all the old lags once more. [applause] Other: My lords, ladies and gentlemen thank you so much. That concludes the speeches. Please stand and allow your distinguished guest of honour and the chairman and the guests of the top table to retire first. Thank you. [applause] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Bomber Command reunion dinner Description An account of the resource Arthur Harris speaks about the reduction of frontline soldiers available to the Germany army, due to the redirection of men to anti-aircraft defences and repairs to the German armament industry, as a result of bombing by the RAF and the 8th USAAF. He describes the importance of the cutting of the supply lines to the German army in the Battle of the Ardennes, the mass bombing of the Channel ports in support of allied troops, minelaying operations and targeting of the Mittelland and Dortmund Ems canals, to restrict transportation of prefabricated submarine parts. In his speech he references various sources, including President Eisenhower and the German Minister of Armaments, Albert Speer. Card giving details of the RAF Bomber Command reunion dinner at Grosvenor House Hotel, London. Date A point or period of time associated with an event in the lifecycle of the resource 1977-04-30 Spatial Coverage Spatial characteristics of the resource. Atlantic Ocean--Baltic Sea Atlantic Ocean--North Sea France Germany Great Britain England--London France--Boulogne-sur-Mer France--Calais France--Le Havre Germany--Dortmund-Ems Canal Germany--Mittelland Canal France--Pas-de-Calais Europe--Ardennes Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command United States Army Air Force Civilian Wehrmacht. Kriegsmarine Language A language of the resource eng Type The nature or genre of the resource Sound Text Format The file format, physical medium, or dimensions of the resource 00:47:03 audio recording Conforms To An established standard to which the described resource conforms. Pending revision of OH transcription Identifier An unambiguous reference to the resource within a given context AMuhlTG19770430-0002, AMuhlTG19770430-0001 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Temporal Coverage Temporal characteristics of the resource. 1943 1944 1945 Contributor An entity responsible for making contributions to the resource Maureen Clarke Julie Williams aircrew Bismarck bombing Eisenhower, Dwight D. (1890 - 1969) entertainment Harris, Arthur Travers (1892-1984) mine laying Montgomery, Bernard (1887 - 1976) perception of bombing war Prinz Eugen submarine Tirpitz V-2 V-weapon Wallis, Barnes Neville (1887-1979) https://ibccdigitalarchive.lincoln.ac.uk/files/original/2803/49824/SBondS-KartzHv10008.MP3 85366ec2ae7f784ea85248de783c6c29 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2803/49824/SBondS-KartzHv10003.jpg a5744c721f894d674f1dd9097740edd6 Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document HK: [unclear] SB: Well, that’s very good. HK: Only losers. I don’t back many winners. But I picked five of the Masters, you know. SB: Oh yes. Right. HK: I’ll always have them [unclear] SB: Who have you picked? HK: Mccoy. McIlroy. SB: Yeah. HK: Keegan Bradley. Graeme McDowell. SB: Yes. HK: Phil Mackelson, Phil Mickelson. SB: Right. HK: And I’ve got another one I can’t remember and I picked five out of it. It’s, see it’s something for me to watch. SB: Yes. HK: You know, because I can’t do anything but sit so I spend my time watching television mostly. But my wife died about fifteen months ago. SB: Oh. HK: And she was ninety five. SB: Was she? HK: So I don’t, I’ve turned the third, the third bedroom into a den and that’s where I spend my life. It’s easy to keep warm anyhow. But anyhow — SB: Right. HK: Now, you want to get cracking. SB: Well, let’s, let’s explain what it is all about. HK: Yes. SB: So 9 Squadron gave me your name. I’ve done a few books. I’m ex-Air Force as well. I was Air Force ’73 to ’95. HK: Yes. SB: And for the last few years I’ve been doing books. Primarily aviation history books, especially Second World War but not exclusively and a little while ago my publisher said to me, ‘What are you going to do next?’ And I thought about doing the Wimpy because over thirty odd years that I’ve been having these chats with people like yourself. HK: Yeah. SB: I’ve got quite a bit from Wimpy chaps and if you look at all the books that have been published about aircraft over the years there have been dozens about the Lancaster. HK: Yes. SB: And dozens about the Spitfire and — HK: Yeah. SB: And the poor old Wimpy hasn’t been dealt much of a good hand really. So I thought well maybe it’s high time that we did a good book about the Wimpy. So I said that to him. He said, ‘Oh yes. Great. When can you do it?’ So what I like to do when I do these books is not just say this is what happened. This squadron was formed so and so. I want the personal accounts. HK: Yeah. SB: Much better to get what happened straight from the horse’s mouth whether the person was air crew, ground crew, whatever. HK: Yeah. SB: So I had about seven or eight tapes with Wimpy chaps I’ve got over the years. So I thought well let’s see what interest there is out there. So I put an appeal on one of the websites and within forty eight hours I had responses from ten Wimpy veterans. Well, I’m up to thirty now. HK: Yeah. SB: So what I’m doing at the moment is trawling around the country dragging my daughter behind having chats with people like yourself. HK: Yeah. SB: So what I really want to do Harry is just chat through — HK: Yeah. SB: Your service career and we’ll just pick out anything of — HK: Well — SB: Interest as we go. HK: I, I’m an awkward sort of individual. I mean, I don’t, I haven’t got a, I shan’t send for the clasp and I haven’t, I haven’t even got my aircrew uniform. My ambition was to be a pilot. SB: Right. HK: But I never made it. SB: Right. HK: And I mean to me it’s over. But, you know I’m, I would have paid to do what I did. SB: Really? HK: Because it was something I wanted to do. You see, I was in Germany about three or four weeks before the war started. SB: Right. HK: And as I say I was awkward when I was younger. I’ve matured now. But — SB: What were you doing in Germany at that time then? HK: Oh, well we were on holiday. I was touring France, Switzerland and Germany. SB: Oh right. HK: And we had a lovely night at Frederikshavn and they’d got a tea dance up. They really were living well in Germany in those days you know. Anyhow, you tell me what you want me to do. SB: Ok. Well, I just want to chat really. So let’s start at the beginning. When did you join up? HK: 1940. SB: Ok. HK: Yeah. SB: So, what were you hoping? Were you hoping to be a pilot still at that time then were you? HK: Yeah. You see, everyone knew the war was coming. SB: Yeah. HK: Twelve months before. So I joined the Civil Air Guard. SB: Right. HK: But of course in those days you couldn’t just leave your job so I couldn’t go very often to have a flying, to meet my instructor you see. SB: Right. HK: And just as I’d gone solo the war started. SB: Right. Ok. HK: And they, we went into the Air Force but I think I told you I went down to Cardington. SB: Right. HK: And I wasn’t clever enough to be a pilot. SB: Right. HK: You know, and, but that was something that was my main ambition you see because when I was younger I used to go to Blackpool for a few days and I went to Squire’s Gate. SB: Yes. HK: And had a trip there. They got me. SB: Right. HK: And I thought to myself [unclear] I thought what I’ll do I’ll do half my trip and I’ve always been sick even when I was very young. I went to Aberystwyth with my grandmother and we went to Devil’s Bridge and I was sick on the coach. SB: Oh right. HK: And I can’t, I couldn’t travel as a passenger so that they didn’t once I’d been sick I was fit as a fiddle so I’d [unclear] in the end. Then I thought I’d do half a trip then I’ll, I’ll talk them into letting me be a pilot because I’ll be ok. I won’t be sick you see. SB: Right. HK: With something to do. SB: Right. HK: But of course I was wrong. I wasn’t clever enough and so I did seventeen trips. SB: Right. HK: And then I put this [laughs] I thought, I thought I was good enough to do what I wanted to do. Anyhow, they sent me to a psychologist at Ely. SB: Oh yes. HK: And he took me off flying altogether [unclear] but so I failed there. SB: But why did they do that then? HK: Well, I don’t know. See I tried to talk them into the fact that if I’d got something to do [pause] you see I could drive a car no problem but as a passenger I was sick you see and I put it to him. But anyhow, he put me off flying altogether. So then I went all the way. I started off because I was with the University Air Squadron instructing on guns and signals and then they put me onto filters. Do you know about filters. The simulated radar. SB: Yes. Yes. HK: At Bawtry. I did six weeks of an eight weeks course. SB: Right. HK: And then they found out I hadn’t done the Fighter Command Psychology Tests. SB: Oh. HK: So they took me off that and put me on to Flying Control. SB: Oh right. HK: Which I, they sent me eventually to Watchfield which was the — SB: Yeah. HK: Base for that. SB: Yeah. HK: And I wouldn’t go. I refused to go on the course. SB: Oh, did you? HK: You know, I was, I was stupid really. And so I just wandered around there and eventually they put me back on to the filter course. SB: Right. HK: And I got a commission in filter duties. SB: Right. HK: I went to Inverness. 13 Group. And then eventually they, they sent us to I think it was Ceylon or India and so on. We were getting ready for the invasion of Singapore. SB: Right. HK: We were mobile ops filter. SB: Yes. Yeah. HK: Unfortunately, it was one thing I wasn’t very keen on because we’d got to go in on the first day you see and but fortunately the Americans dropped the atomic bomb. SB: Yes. HK: And we, I had a great time [laughs] in India. SB: Oh right [laughs] HK: Anyhow — SB: Right. HK: There was one other thing. SB: Yeah. HK: Somebody phoned up about two years ago and said, ‘Did you ever fly with Squadron Leader Ball?’ I said, ‘No.’ I said, ‘I’ve done all my flights with flight lieutenant [pause] oh wait. No, I did. Yes. I did one trip.’ He said, ‘Well, that was my uncle.’ And he came to 9 Squadron and his first trip he had picked an experienced crew to go with him. SB: Yeah. HK: And we did a trip. I forget where we went. Anyhow, it was ok and the next trip he went with his own crew and they were never heard of again. SB: Really? HK: And so he wanted me, this fellow, his uncle was doing the prints and said, ‘We’d like, would you sign a hundred and fifty copies?’ [pause] ‘I don’t know about that.’ He said, ‘We’ll pay you.’ I said, ‘’I don’t want paying.’ Anyhow, they came along and in two efforts I signed a hundred and fifty and they gave me — SB: That’s a nice print isn’t it. HK: Yes. SB: Yeah. HK: I signed it there. SB: Right. HK: But otherwise, you know it — SB: Right. Could we, could we go back a bit? HK: Yeah. SB: Just going back to before the war again. Just briefly, the Civil Air Guard. HK: Yeah. SB: Where were you doing that? Where was that flying? HK: That was at Dumfries. You see, I really, the Air Force, the six years I was in once I’d got past the wireless op’s course at Yatesbury — SB: Yeah. HK: Oh, it was like being on holiday. It was a great life because you see we didn’t do guard duties or anything. SB: No. HK: As aircrew and we lived on the best of food and everything and I did my gunnery course at Dumfries. SB: Right. HK: Wireless op. I started off at Blackpool. SB: Yes. HK: With my square bashing. SB: Yeah. HK: Then to Yatesbury for wireless. SB: Yeah. HK: Then to Dumfries. And then from there to Lossiemouth for OTU. SB: Right. Ok. HK: And then from there to Honington and then I went all over the place. SB: Right. Right. So when did you arrive on the squadron? When? What — HK: It would be [pause] it would be the early part of ’41. SB: Ok. And you did seventeen trips you say. HK: Yeah. SB: Right. So do any of those stand out in the memory as particularly memorable or — HK: Well, you know it was something I enjoyed doing. And we did a trip to bomb the two battleships the Scharnhorst and the Gneisenau and on the way back it was the night that the Germans were raiding the fighter aerodromes. SB: Right. HK: And our pilot he was an ex-fighter pilot. He was shot down over the Channel and transferred to bombers and I think he went, instead of going back to Honington he wanted to land at Tangmere to see his pals. We, he asked Flying Control for permission to land and they said OK. And they said, ‘Do you want, do you want the flare path on.’ ‘Oh yes,’ he said, ‘Please.’ They said, ‘Well, fire your colours of the day and we’ll put it.’ And he did that and when he fired his colours of the day a Junkers 88 sat in at the back of us. Fortunately, they whipped off the flare path and he had to take off and the Junkers 88 dropped a firebomb at the back of us. Fortunately, we take [unclear] and I was in the astrodome because you couldn’t [pause] to take off and land you had to, you couldn’t do it in the turret and as I stood there they, they got the Junkers 88 in the searchlights and I saw the pilot and co-pilot as plain as could be. But of course I was in this astrodome so I couldn’t shoot them at all but, and eventually we landed at Middle Wallop. SB: Oh right. Yes. Yeah. So you were front turret. HK: Yes. I was, I was the second wireless op but I was no good. SB: Right [laughs] HK: No good. I wasn’t very good at anything. But I mean the guns is easy because they fired themselves you know. And I really enjoyed it you know. SB: Yeah. HK: It’s amazing. SB: Yeah. Yeah. HK: I think I got everything I wanted you see. I mean there was comradeship. There was plenty of sport. I mean, I was playing sport and there was no work you see. SB: What was your crew then? Who was your regular crew? The pilot was who? HK: The pilot was Flight Lieutenant Edwards and then there was a Yorkshire, a youngish Yorkshire called Bonny Clayton. He was the number two pilot. There was a regular on the wireless. I think it, what was his name? And then there was the navigator was a fellow who used to work at Lewis’ in Birmingham. A fellow named Dilbert. SB: Yes. HK: And the rear gunner was a Taylor. Robert Taylor. But you know — SB: So were all your ops, all your seventeen trips were they all nights or were they days? HK: All nights. SB: Yeah. HK: We went to one day trip after the Tirpitz. Was it the Tirpitz? They sent us out but it was a bad day. Visibility was terrible. We never found it at all. SB: Right. Right. HK: But — SB: Apart from your close encounter at Tangmere with a Junkers 88 — HK: Yeah. SB: Were there any other times when either you had some flak damage or any other fighters took interest in you. HK: Yeah. We came back with holes in the fuselage but of course the Wimpy would withstand anything you know. It was the only danger with a Wimpy was fire because it was a fabric covered — SB: Yeah. HK: Plane. SB: Yeah. HK: But yes, we had to drop ration cards in Hamburg. SB: Really? SB: German, yeah with the Hamburg stamp and everything on them and we had to be [bang] down and the, and our navigator he missed it first time around and so we had to go around again. And on the second trip we got coned when all the and these I still remember my reaction was to get back in my turret and think they can’t see me then. Then afterwards you silly old fool you know. But fortunately I think being by the sea our pilot was able to drop down and — SB: So he did a corkscrew down to get out of the searchlights. HK: Oh yes. He did a lot of twisting and that. SB: Right. HK: And of course he said that, I remember the rear gunner said, ‘Did you say abandon aircraft?’ ‘No,’ he said, ‘I said prepare to abandon aircraft.’ But of course in the front turret you couldn’t get out. They’d got to come and open your bulkhead door. SB: Oh right. HK: Because the rear gunner just whipped his turret around and went out but you couldn’t do it in the front or else you went into the props you see. SB: Sure. Yeah. HK: And of course with him dodging around nobody opened the door. But it was years afterwards I suddenly realised that nobody had opened the bulkhead door. But as I say it was something I wanted to do you see and as I say I would have paid to do it. SB: Yeah. Have you got your logbook? HK: Yes. SB: Can we have a go through it? HK: Yes. Sure. [pause] HK: You see that [pause] that was, that came yesterday. SB: Ah. HK: That’s the logbook. SB: Oh, thank you. Thank you, Harry. [pause] SB: Average pupil. Average pupil. HK: Yes. SB: Worked. Worked well but still requires further air training. HK: I was only average. SB: Oh Whitley. Oh, that’s interesting. HK: Where? SB: Whitley. You flew, you did training in Whitleys. HK: Yes. Yeah. SB: Ah. What did you think of that? Didn’t like it? HK: They used to call them the coffin ship you see. SB: Yeah. HK: They were. I mean the Wellington in my opinion was the best plane produced and I mean a beautiful plane. SB: What makes you say that? What was so, what was so special about it for you? HK: Well, it could withstand any amount of battering you know. I mean some of them came back with more or less the whole fuselage ripped in all sorts of places you know. SB: Yeah. Yeah. HK: And it stood up. But yes I did Whitleys and I can’t remember they’ve got me down as flying in a Fairey Battle as well. SB: Oh really. HK: I think so. Somewhere. SB: Domini, Whitley, Anson, then Wellingtons. This must be OTU at Lossie. HK: But — SB: Oh ok. HK: At the front is it? Has it got it there? SB: No. Not, no [pause] Dominis and Whitleys. HK: Are you sure [pause] I thought [pause] I don’t know. It’s a long time ago. SB: Well, yes. HK: I thought [pause – pages turning] Domini one, Whitley, Whitley, Whitley [unclear] [pause – pages turning] Yes. I did, we did our gunnery in Whitleys. SB: Right. HK: They’d got me down. SB: Well, maybe not. HK: No. I don’t know what happened. I think when I when I left some of my colleagues tried to burn the logbook I think [unclear] Other 1: That’s stuck — HK: You know, they were up to all sorts of things. So we didn’t let on. We didn’t sleep on the station. We slept out at a place called Ampton Hall. SB: This was when you were at Honington you mean. HK: Yeah. SB: Yeah. Ampton Hall. HK: I think it was Ampton Hall, yeah. SB: Right. HK: I think it was owned by a Birmingham stockbroker but we all had to go out there at night and — SB: Right. HK: Because they were bombing the bomber stations. SB: Yes. HK: And some of the aircrew were getting killed so they — SB: Right. Right. Right, now let’s have a look. This is Lossiemouth OTU. HK: There was a couple of the leaflets we dropped you know. SB: Oh, right. Yes. Yes. Nickels they were called weren’t they? Nickel raids. HK: Yes. SB: Leaflet dropping. HK: Yes. We dropped those as well as the bombs you know. SB: Yes. Yes indeed. I’ll come back to that if I may. HK: Yeah. SB: It’s interesting having a look at this. Right. This is so the landing at Middle Wallop was, was your first op. Your first — HK: Was it the first op was it? SB: Yes. To Dieppe. HK: Ah. That’s when yeah we come, we come to the, one of, one of the channel ports. [unclear] SB: Dieppe. HK: Dieppe was it? SB: Yeah. HK: Yeah. The two battleships were there. SB: Right. Then Boulogne and Kiel. Yes. HK: You see. SB: The weather wasn’t very good. HK: I was flying before Pathfinders you see. SB: Yes. HK: I mean, it was like you know I mean we’d been I think it was Frankfurt one day and on the way back they were bombing, somebody was bombing Cologne and I remember our pilot, ‘Oh, let’s go and have a look what’s happening there.’ And off he went. You know. It’s just you see with Pathfinders you went, you bombed at the time and the height — SB: Yes. HK: You were told to. You bombed where your flare was. SB: Yes. HK: But in our day I mean we’d go to Intelligence and they’d say, ‘We suggest you go in here and can’t think — SB: Now. Yes, I’m aware of this. When the strategic bombing campaign was put together by Arthur Harris that’s when he got into the main force thing. HK: Yeah. SB: And the Pathfinders. Now, prior to that you were very much on your own devices weren’t you? HK: Oh yes. Yes. You know it was like a joy ride. SB: So what, when you were all ops and you were on ops would the squadron take off together? HK: Oh yes. SB: It would still do that. HK: Yes. SB: Because I know some people have said in the very early days it was up to the captain when he wanted to go. HK: Yes. SB: But — HK: I mean the navigator and the captain would decide which way they’d go. SB: Right. HK: They wouldn’t take any notice of what they were told at briefing. SB: Right [laughs] Right. HK: You know. SB: Yeah. HK: They’d come out and say, ‘No. We’ll go the same way as we went last time.’ SB: So you could quite often find yourself on your own I guess. HK: Oh yes. SB: Yeah. HK: There was nothing, you know. Not a cloud — SB: No coordination. HK: No. SB: No. HK: No. SB: Oh gosh. Well, this is an interesting one. You spent eight and a half hours out over the Atlantic searching for the Prince Eugen. HK: That was it. Was that the Bismark or was that — SB: Prince Eugen. HK: Ah, the Prince Eugen. Yeah. We never got, it was a terrible — SB: No luck it says. HK: A terrible day. SB: Was it? HK: Yeah. SB: Wellingtons. I’d say the weather was bad because — HK: Yeah. We never saw anything at all. SB: Then we’ve got a night here. “Brest. It says beautiful moonlit night. A good runup. Plenty of activity.” HK: Where was that there? SB: Brest. HK: Brest. SB: A night op on Brest. HK: The best night we had was a trip we did to Cologne. Oh, a beautiful moonlit night. I saw the cathedral you know and the rivers. Beautiful. SB: Really? HK: Yeah. SB: Yeah. It must have felt a bit scary in a way though wasn’t it if the visibility was that good. HK: Well, I think when you’re young you don’t see danger. Now I see danger in everything you see. But then I think most, most of the crews said a little prayer when they got in their turret before they’d go but I don’t, I can’t remember anybody ever being scared somehow. Yeah. I can’t say. Basically of course it was something I was desperate to do. So whatever it meant I would have done it. It was. Yeah, I was that way. SB: Can I just go back to the OTU for a minute at Lossie? HK: Yes. SB: When you crewed up there. HK: Yes. SB: Yes. So was that the traditional method of just all being put together and — HK: Yes. SB: Sorting yourselves out. HK: Yes. Yeah. SB: Yeah. Yeah. HK: You know, you just got together and from then on you were a crew. SB: A good crew generally would you say? HK: Oh yes. SB: Yeah. HK: Well, of course you see our radio was a pilot officer. SB: Right. HK: The second pilot I don’t think he’d done more than ten hours solo. SB: Oh right. HK: Whereas — SB: Right. HK: You know, I mean if the navigator wasn’t, not that good but if he got the captain could bring us back by the stars. SB: Yeah. Yeah. HK: You know. He was an ex-regular and they were — SB: Well, he was an ex-singles man wasn’t he? An ex-fighter man. HK: Yes. SB: So he would have had to be able to do that on his own wouldn’t he? HK: Yes. Yeah. SB: Yeah. Oh, right. HK: He was a very good pilot. SB: Now, there’s one here. Hamburg. HK: Oh. SB: It says, “Shaky trip.’ HK: Yes. SB: “Hit by flak. Held by searchlights. Bumped stomach on guns.” HK: Yes. Oh, when we were shaken around I must have bumped my gun into my stomach somehow but you know — SB: Then you’ve got Mannheim. “Held in the searchlights at Mannheim,” again it says. HK: Yes. SB: Then Hamm you’ve got. Well, this is when you went with Squadron Leader Ball. HK: Aye. That would. Yes. We started a huge fire there. It lit up. Of course, we used to bomb from about eight thousand feet you know. SB: Eight thousand feet. HK: Yeah. SB: Wow. Yeah. HK: I mean we went to, you see with a full bomb load you couldn’t get the Wimpy much above ten thousand feet I don’t think. I stood by the pilot and I’ve seen the altimeter and I think we used to bomb from about eight thousand feet. SB: Oh gosh. HK: And they say I mean I reckon in those days we didn’t get within five miles of the target. SB: That’s right. Yeah. HK: But I don’t go for that. SB: No, I don’t go for that at all but certainly the accuracy later on when you had Gee and H2S and all that — HK: Different all. SB: It was different. Yeah. HK: It was a different life. SB: Yeah. HK: You were controlled you see. SB: Yeah. That’s right. HK: I mean when we went with Squadron Leader Ball we started this huge fire. It lit up the turret. You could tell. I think we must have hit an oil dump or something. SB: Oh right. I see you’ve also put here on that same trip, “We weren’t too keen.” HK: No. I think it’s the fact that we were used to Flight Lieutenant Edwards and this was his first trip you see. SB: Right. HK: As a bomber pilot. SB: Oh, right. Right. HK: And — SB: Right. HK: Well, I don’t know what happened because his next trip he’d gone. SB: Oh really? HK: Yeah. SB: Right. So that was on the 7th of July ’41 so sometime shortly after that he was lost. HK: Yes. SB: Yeah. HK: Within a week of that. SB: In a week. HK: Yeah. SB: Now, your last op. The 12th of August ’41. Hanover. It says, “Good trip. Made about six runs.” HK: Yes. Yeah. Lots of them, the fellows flying in those early days they wanted to fly and the only way they could fly was in the Air Force. I mean they couldn’t, we couldn’t afford to buy a plane or anything, you see. SB: Sure. No. HK: And they used to treat it as their own plane you see. We had some good fun really. SB: Yeah. I can tell you liked it. I can tell you enjoyed it. HK: Yes. Oh, I did. SB: At briefing if we go back to ops briefing were you in main briefing or as a gunner did you have a separate briefing? HK: No. Main briefed. We, all the crews were in together. SB: Right. HK: I’ll tell you who was there when I was there. Pickard was a squadron leader there. SB: Right. Yes. HK: And his navigator was a flight lieutenant when that was, a flight sergeant when I was there. SB: Right. Right. HK: Flight Sergeant Broadley. SB: Ok. HK: But they got killed on this. SB: On the Amiens raid. HK: On the prison break. SB: Yes. Yes. That’s right. Well, a friend of mine who is a youngster compared to you he’s ninety one. HK: Yeah. SB: Lives near us. He was ground crew on 99 Squadron Wimpies at Newmarket. HK: Yes. SB: And he knew Pickard. Well, he’d met Pickard a number of times because Pickard used to drop into Newmarket in his Wimpy and Norm, the chap I’m talking about used to service Pickard’s aeroplane. He got to know Mrs Pickard after — HK: Yes. SB: Pickard died but a lot of respect for Pickard wasn’t there? I mean what — HK: Oh yeah. SB: What he did was extraordinary. HK: Yeah. He was a fabulous pilot. SB: Yeah. HK: Yeah. SB: Well, it was down to him really the whole Pathfinder thing was put together wasn’t it? HK: Yes. Well, of course they put him onto any, any difficult ones. SB: Yeah. HK: But important too. SB: Yeah. HK: Because he, yeah, the station commander was a fellow, Group Captain Gray. SB: Right. HK: And the squadron commander was Wing Commander Arnold. SB: Right. HK: And he got killed on the one. We used to be coming by bus from our where we were and be in the Mess and we were there one morning they said, ‘We want two crews to do a daylight raid on the Dutch coast. There was a sudden rush. I went with them. I don’t know whether we were going or getting away from it. Pickard was, he went with the squadron commander, Wing Commander Arnold. Pickard was ok but Arnold got shot down and killed. SB: Oh right. HK: But Pickard got back ok. But he was a good, well of course he was a regular of course Pickard was. SB: Oh, he was absolutely. Yes. Just to tell you a little story a chap I was talking to last week you think about your Junkers 88 encounter at Tangmere. HK: Yeah. SB: He was, this chap was a bomb aimer in on 70 Squadron in the Middle East and he was telling me about a raid on the Ploesti oilfields in Romania. HK: Yes. Yeah. SB: And they went in there at ten, twelve thousand feet again I think and they had a fighter come up behind them so they did what you did. The corkscrew down to throw the fighter off and threw him off. HK: Yeah. SB: But then they were going over the target at about two thousand feet so then of course they were worried about bombs coming down from above. HK: Yeah. SB: And anti-aircraft fire coming up from below but they got away with it. Headed back to base. Now, this is really saying the same thing that you were saying about well they were pilots, it was their aeroplane. Have a bit of fun and on the way back, they were operating out of Italy, this was a night op some, probably the guy, probably the wireless operator in the astrodome I think looked out and said, ‘There’s something close to us with his nav lights on.’ And they thought what’s this then? So they thought about it and they thought well the only reason you’d have your nav lights on was because you were going into land somewhere. HK: Yeah. SB: So it must be a German. So there must be an airfield around here somewhere. So, ‘Let’s go and have a look boys,’ [laughs] you know. HK: Yeah. SB: So they went and had a look at this thing and it was a Junkers 88. So the captain, the skipper says, ‘Well, it’s night they could easily mistake a Wellington for a Junkers 88. We’ll join the circuit. Have a bit of fun.’ So they put their nav lights on and they flew around behind this Junkers 88 following the circuit. ‘With a bit of luck they’ll give us a green because they’ll think we’re just another one.’ Which they did. So they went in on approach. As soon as they got the green, wheels up, throttle open, fly down along the runway as low as they could. The guy in the front turret firing to the left. The guy in the rear turret firing to the right and got away with it. And on the way [laughs] on the way back the skipper said to all the crew, ‘Don’t tell anybody what we’ve just done. When we go to debriefing you keep quiet about this.’ HK: Yeah. Yeah. SB: But the wing commander found out about it. HK: Well, of course. That was, I imagine really that you needed the Pathfinder. SB: Yeah. HK: To really make it worthwhile. SB: Oh yeah. HK: Because really to us it was like our own little trip you know. We, we did what we wanted to. SB: Yeah. Yeah. HK: I mean we’d take off in sort of within two or three minutes of each other and yet we’d come back within hours and you could tell they’d been doing something apart from — SB: Yeah. I think your eight and a half hour trip was the longest one you did. That’s about — HK: Yes. SB: The longest you could do wasn’t it really. HK: Yes. SB: Yes. There is a six hour forty. Oh, seven hours to Kiel. HK: Yeah. SB: Yeah. Oh, and six hours fifty. Mannheim. So some longish ones. HK: Yes. SB: Right. Let’s have, let’s have a look at this. Can I just have a pace through. HK: Sure. Yes. That was in — SB: This is your family. Where did, where did you come from originally Harry? HK: I was born in Hockley. SB: Oh right. HK: In Birmingham. SB: Oh right. HK: Yeah. SB: Right. HK: And my father he was I didn’t realise until my younger, I’ve got two sons. SB: Right. HK: The younger one is in Brussels and he was fiddling about on the computer about six months ago and said, ‘Did you realise that your father, your grandfather, your paternal grandfather was born in [unclear]?’ I said, ‘No. I didn’t.’ That was my father in the First World War but he was born in Newtown, Birmingham. SB: So what that one or that one? HK: The second one. SB: The second. Oh, ok. So — HK: Yeah. SB: Second row back, right hand end. HK: Yes. He was doing the [pause] the fabric on the plane. SB: Ah ok. So he was a rigger. HK: Yes. SB: Right. HK: Yeah. SB: Oh yeah. I’ve just seen that picture here. That’s fascinating. HK: That’s before we were there. SB: Yes. Yeah. HK: Yes, it’s but you see really to me I started off at Blackpool. What can you want better than that? SB: Well, that’s right. HK: You know, everything. And people of course you went in the pubs and they’d treat you to a drink you see. Yatesbury wasn’t so good. SB: Now, is this, is this ITW or is this — HK: No, that’s IT, that’s Blackpool. SB: That is Blackpool. HK: Yeah. SB: Right. Yes. Ok. HK: Yeah. What happened there that was at a farm in Devon. Ottery St Mary. SB: Yeah. HK: Then the son of the owner got killed. He was on 9 Squadron. SB: Oh. HK: Same time as me. SB: Oh right. HK: And he went missing. SB: Oh, he was another air gunner was he? HK: No. He was a pilot. SB: He was a pilot. Right. HK: Yeah. All these others are [pause] but — SB: A smart looking chap. When did you actually come out of the Air Force then? When did you — HK: ’46. SB: ’46. HK: I did six years. SB: Right. HK: I’d have liked to have stopped in but of course I was much too old. They didn’t want people of my age. SB: Right. HK: See I was thirty, I’d be about thirty three when I came out in ’46. Yeah. SB: Well, you were the old man of the crew I suppose. HK: Yeah. SB: Weren’t you? HK: Yes. SB: Yeah. HK: You see really I was too old to get anywhere you know. They didn’t want, you see I was twenty, I was in my twenty seventh year when I went for my aircrew selection. SB: Right. HK: And I think right away but if they might have done they wouldn’t have had me. SB: I was too old you see. HK: Right. What were you doing before the war then? What, what was your job? SB: Well, I started off in an accountant’s office but he was a certified accountant because in those days you had to be articled for chartered or incorporated. And then I left there to keep an office, keep the books of an office and found that I could do it in half the time so I went out selling. It was selling belting and belt fastenings and that sort of stuff. But I’ve had, I’ve had a great life. I came out of the Air Force and my job had gone so I was, did the selling part and then I went to, I’ve always been a gambler. SB: Right. HK: And I went to Royal Ascot with a couple of Birmingham businessmen and I backed a horse on the terrace. I had a fiver on it at ninety to one and I thought heck I don’t know what I’m going to do with this money. They said, ‘I’ll tell you what if you leave your job we’ve got a business that is doing no good at all. We’ll give you a third share for that. So that’s what I did. I left my job and did that. Eventually bought them out. Then I sold out to Neville Industrial Securities and then I had a house in, we had a house in Florida. SB: Oh right. HK: I bought, I had originally the fellow that built this lot was a director of Birmingham City Football Club. SB: Right. HK: And I was a director of Aston Villa Football Club and he got me to buy a penthouse. Then when I retired I sold the penthouse. SB: Yeah. HK: Bought this flat and a house in Florida near Orlando. SB: Oh right. Right. Very good. HK: But as I say I’ve gambled all my life and I was playing the Stock Market. It must be oh a hell of a long time ago and I could buy shares in America and before I’d gone and paid for them they’d gone up and I could sell them and make money. But of course I got caught and lost all my money on the — SB: Oh, did you? Oh dear. HK: Yeah. But you know it’s, it hasn’t made much difference. SB: Now, would you mind if I take photographs of your logbook? Is that ok? HK: Do you want, you tell me what you want to do and — SB: Well, I’ve got to have a shot of you as well, Harry. So — HK: Oh God. [pause – camera clicking] SB: Another one to be sure. HK: Ok. SB: Lovely. Thank you. Can I go where there’s a bit of daylight? HK: Anywhere. Yes. Ok. Other: Do you want me to hold the album? SB: Actually, I think it would be alright here. HK: Yes. Really I’ve been ever so lucky. Well, I still am. See I can still drive. Other: Yes. HK: And still not too bad. Not perfect mind and I have bad days. Which of course as I say at my age you know you can. SB: I think you’re allowed to aren’t you Harry? HK: Yes. SB: I think you’re allowed to occasionally aren’t you? HK: Yeah. The main trouble is you see I went to hers. I say I’ve done my shopping, coffee, bed. I’m back here by half past nine then go all day. I see nobody. My two lads one lives in Worcester. The other one lives in Brussels. They phone me every day but I, oh perhaps the one in Brussels I see perhaps once or twice, three times a year. Other: Yeah. HK: The other one calls in perhaps every two or three weeks and we’ve been going to America every year. We go racing. Other: Right. HK: And we usually we go you see I have a house in Orlando so we go and visit friends there. Other: Right. HK: Then my youngest son’s got relatives on his wife’s side who were in Ocala in Florida. So we go there. Then we motor down to St Petersburg and go racing at Tampa Bay down to St Petersburg. Then we come back. Whether we shall go this year depends on how I if I can cope. Other: Right. HK: But you know its [pause] I’m still very lucky at my age to be able to. But my six years in the forces were the six best years of my life really. But, but the years go past. We were married seventy two years. SB: Oh really. Other: Really? HK: I’ve got two photographs of the Queen that you know when I think of sixty five and one at seventy years. Oh dear [pause] It’s, do you, do you do any, have you got a job at all? Other: I don’t. I’ve been bringing up my children so I’m looking for a job at the moment. HK: Yeah. They’re not easy to get are they? Other: No. HK: See really I’ve lived during a good time because there was never any problem getting a job you see. I mean, I was never, I’ve never been out of work at all. Other: No. HK: But today I would hate it. I mean you could be really well qualified and you still can’t. Other: No, you can’t. HK: I mean see the people who I used to sell stuff to the companies have gone. British Leyland. Rover Motor Company. SB: Yeah. HK: Morris cars. [unclear] they weren’t, they’ve all gone. Of course, life alters all the time doesn’t it? Other: It does. HK: And you’ve just got to there’s no use complaining. You’ve got to accept it haven’t you? Other: Yes. SB: Not a lot you can do about it is there really? HK: Nothing at all. I mean there’s no use moaning. SB: No. HK: Just got to. Fortunately, as I say I’m a gambler and I can go in the betting shop in the morning, put my bet on, come home and watch it on television you see. So something and then of course all sport like tomorrow I’ve got well today the Masters starts in Augusta and I’ve got five there to watch. Other: Yes. HK: And it’s something. You must have an interest you see. Other: Yes. HK: And I try and get out every day although some days it’s a bit of a problem you know. But — Other: Did you put a bet on the Grand National? HK: Yes. I didn’t back the winner but it’s I only bet small now. SB: When you did your Civil Air Guard flying did you say you went solo? HK: Yes. SB: What sort of aeroplane were you flying? HK: A Tiger Moth. SB: Right. Right. HK: Yeah. Well, anybody could fly one of those. I mean I used to land one side of the airport and the pilot was taking off again to get to the Clubhouse you know. But and then we moved from Castle Bromwich to Oldham. SB: Yes. HK: And I think they lost all my papers or something. I don’t know. SB: Oh right. HK: But as I say I was really too old. They wanted the eighteen year olds and that. SB: Yes. Yes. That’s right. HK: Yeah. SB: Right. Well, that’s great. HK: Anything else you want? SB: Is there anything else you can think of that we haven’t really asked you about or — HK: Not really. No. SB: No. I mean, I’m very grateful to you. That’s really good. HK: No. Nothing really. SB: Ok. Would you mind signing a couple of things for me please? HK: I will do. I’m not very, I’m not very — Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Harry Kartz Description An account of the resource Harry begins by describing joining the civil air guard and then volunteering for the RAF. He initially hoped to be a pilot, but medical issues meant that he was employed on several ground jobs before being trained as a wireless operator and then air gunner. He arrived on 9 Squadron in 1941 and flew 17 operations as a Wellington air gunner. Harry describes an operation to bomb Scharnhorst and Gneisenau where they had an encounter with a Ju 88. He recalls his crew and mentions other episodes of damaged aircraft. Harry comments on how robust the Wellington was to damage. After the war he became a director of Aston Villa Football Club. Creator An entity primarily responsible for making the resource S Bond H Kartz Temporal Coverage Temporal characteristics of the resource. 1940 1941 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Bedfordshire England--Wiltshire Scotland--Dumfries and Galloway Scotland--Moray England--West Sussex England--Hampshire England--Suffolk Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Sound Photograph Format The file format, physical medium, or dimensions of the resource 00:48:44 audio recording Conforms To An established standard to which the described resource conforms. Pending revision of OH transcription Identifier An unambiguous reference to the resource within a given context SBondS-KartzHv10008, SBondS-KartzHv10003 Publisher An entity responsible for making the resource available IBCC Digital Archive Contributor An entity responsible for making contributions to the resource Maureen Clarke Julie Williams Rights Information about rights held in and over the resource 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. 9 Squadron air gunner Air Gunnery School aircrew bombing Gneisenau Ju 88 Operational Training Unit Prinz Eugen RAF Bawdsey RAF Dumfries RAF Honington RAF Lossiemouth RAF Middle Wallop RAF Tangmere RAF Yatesbury Scharnhorst Wellington Whitley https://ibccdigitalarchive.lincoln.ac.uk/files/original/2803/49818/SBondS-KartzHv10001.pdf 188d72640c5a5250b95d33d0ecc37720 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Harry Kartz’s Royal Air Force Observer’s and Air Gunner’s Flying Log Book Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Conforms To An established standard to which the described resource conforms. Review Oct 2024 Identifier An unambiguous reference to the resource within a given context SBondS-KartzHv10001 Description An account of the resource Harry Kartz’s Royal Air Force Observer’s and Air Gunner’s Flying Log Book from 8th November 1940 until 12th August 1941. Trained as a wireless operator and air gunner at No. 2. Signals School. Posted to 20 Operational Training Unit and then 9 Squadron for operations. Served at RAF Yatesbury, RAF Lossiemouth, RAF Honington. Aircraft flown were Dominie, Battle, Whitley II and V, Anson, Wellington. Flew 17 operations (1 day, 16 night) with 9 Squadron to targets including Dieppe, Boulogne, Kiel, Brest, Düsseldorf, Hamm, Cologne, Bremen, Hamburg, Hannover, Mannheim and the Prinz Eugen in the Atlantic Ocean. His pilot on operations was Flight Lieutenant Edwards. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available. Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Temporal Coverage Temporal characteristics of the resource. 1940 1941-05-11 1941-05-12 1941-05-16 1941-05-17 1941-05-18 1941-05-19 1941-05-27 1941-06-07 1941-06-08 1941-06-11 1941-06-12 1941-06-13 1941-06-19 1941-06-20 1941-06-22 1941-06-23 1941-06-25 1941-06-26 1941-07-07 1941-07-08 1941-07-16 1941-07-17 1941-07-19 1941-07-20 1941-07-25 1941-07-26 1941-08-05 1941-08-06 1941-08-07 1941-08-08 1941-08-12 1941-08-13 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Suffolk England--Wiltshire Scotland--Lossiemouth Atlantic Ocean Germany Germany--Ruhr (Region) Germany--Bremen Germany--Cologne Germany--Düsseldorf Germany--Hamburg Germany--Hamm (North Rhine-Westphalia) Germany--Hannover Germany--Kiel Germany--Mannheim France France--Boulogne-sur-Mer France--Brest France--Dieppe Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. 20 OTU 9 Squadron Air Gunnery School aircrew Anson Battle bombing Dominie Operational Training Unit Prinz Eugen RAF Honington RAF Lossiemouth RAF Yatesbury training Wellington Whitley wireless operator / air gunner https://ibccdigitalarchive.lincoln.ac.uk/files/original/2784/49347/SBondS-ErcolaniLv10005.jpg 2fbef22418f791ee7b751fd91dbab619 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2784/49347/SBondS-ErcolaniLv10001.pdf 7b729ca15d552b727716ea523ce617ae Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Ercolani, Lucian Description An account of the resource One item. Collection concerns Wing Commander Lucian Brett Ercolani DSO and bar, DFC. He flew tour as Wellington pilot on 214 Squadron. After training tour he completed further time on 99 Squadron with Wellington and Liberator (B-24) before taking command of 255 and the 159 Squadrons in the Far East. The collection was licensed to the IBCC Digital Archive for digitisation by Dr Steve Bond and catalogued by Nigel Huckins. This collection was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive. Date A point or period of time associated with an event in the lifecycle of the resource 2022-01-18 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context SBondS-ErcolaniLv1 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Conversation with Lucian Ercolani Description An account of the resource Transcript of discussion with Lucian Ercolani, Norman Didwell and Joan Didwell. Firstly comments on training in England and then Canada. Recalls a little of first tour on Wellington with 214 Squadron. Mentions having to ditch after operation to Berlin where hit by anti-aircraft fire. Talks about the Wellington and life on the squadron and where he lived. Comments on his crew and move to gunnery school and OTU. Covers his move to India and details of his travel. Finally arrives on 99 Squadron and tells of some of their operations. Then moves to 159 Squadron as commander on special duties. Goes on to comment on some operations from log book including Brest with Prince Eugen and flying a Lysander. Comments on members of his crew and discusses reunions and post war activity including work with Westland Whirlwinds. Mentions all possible aircraft being mustered for 1000 bomber raids and mentions Bremen and Dresden. Includes contemporary photograph of Lucian Ercolani. Creator An entity primarily responsible for making the resource L Ercolani S Bond Date A point or period of time associated with an event in the lifecycle of the resource 2009-06-30 Temporal Coverage Temporal characteristics of the resource. 2009-06-30 1941-05 1942-12 1945-10 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Oxfordshire England--Shropshire Canada British Columbia--Vancouver England--Suffolk Nigeria Nigeria--Lagos Egypt Egypt--Cairo India Burma Atlantic Ocean--Bay of Biscay France France--Brest Germany Germany--Bremen Germany--Dresden North Africa British Columbia Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource Eight page document Conforms To An established standard to which the described resource conforms. Pending text-based transcription Identifier An unambiguous reference to the resource within a given context SBondS-ErcolaniLv10001, SBondS-ErcolaniLv10005 Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive 214 Squadron 355 Squadron 99 Squadron Air Gunnery School aircrew Anson anti-aircraft fire B-24 Distinguished Flying Cross Distinguished Service Order ditching Flying Training School Lysander pilot Prinz Eugen RAF Newmarket RAF Stradishall RAF Ternhill RAF Watchfield Tiger Moth training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/2752/48838/MAudisRJ[Ser -DoB]-230427-04.pdf c0c7938cbe45b960249052fa9d62e47b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Audis, Roger J 9 Squadron Association Description An account of the resource 41 items. The collection contains material collected by Roger Audis related to 9 Squadron RAF and airmen who served in the squadron. The collection includes four hand written operational record books, copies of log books, and interviews with Bomber Command veterans.<br /><br />It includes a <a href="https://ibccdigitalarchive.omeka.net/collections/show/4055">Scrapbook</a> belonging to Ken Rogers.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Richard James and catalogued by IBCC Digital Archive staff, Barry Hunter, and Nick Cornwell-Smith. Date A point or period of time associated with an event in the lifecycle of the resource 2023-04-27 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Audis, RJ Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document [underlined] 9 SQDN [/underlined] [underlined] BOOK [deleted] 5 [/deleted] 4 [/underlined] 22/23 NOVEMBER 44 TO 9th JUNE 45 [page break] [underlined] TRONDHEIM [/underlined] 123 DATE 22/23rd NOV ’44 ACTUAL T.O.T. – T.O.T. ORDERED 2100 BOMB LOAD A = 9 x 1,000lb M.C. T.D. .025. O.C.S. KGA DETAILED 3 TOOK OFF. 3 ATTACKED. P. ALT. LR. ABORTIVE. 3 MISSING. PETROL: 2154 FORM ‘B’ No 452 BRIEFED BY: S/LDR WILSON. INTERROGATED BY: S/O. BREMNER. WEATHER } POOR COMMENT } POOR NICKELS: NIL SET COURSE: A = 1600. B = 1608. C = 1604 FORM ‘Y’ No 174 [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME IN [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHY [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.S. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL No. [p] REMARKS [a] A [b] PD. 386 [c] F/O BUCKLEY [d] A [e] 1552 [f] 0242 WICK [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 182 [a] B [b] NG 220 [c] F/O READ [d] A [e] 1602 [f] 0150 THORNABY [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 183 [a] N [b] NG. 257 [c] F/O ANDERSON [d] A [e] 1608 [f] 0307 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 184 Summary of Operation – Not passed. NO. 9 SQUADRON BATTLE ORDER [underlined] FOR 22nd NOVEMBER, 1944. [/underlined] [underlined] AIRCRAFT. [/underlined] LANC. [underlined] MK. [/underlined] I [underlined] NBR. [/underlined] NG.257 [underlined] LTR. [/underlined] “N” CAPTAIN. F/O ANDERSON (S) 3 F/ENG. SGT LOAKES NAV. SGT SUMNER A/B% SGT CORNFOOT WOP. SGT ASHWORTH A/G. SGT HARRISON A/G. F/S VIVIAN. AIRCRAFT. LANC. MK. I. NBR. PD.368 LTR. “A” CAPTAIN. F/O BUCKLEY (S) 5 F/ENG. SGT DAWES. NAV. F/O SHUTLER A/B. F/O NOLAN WOP. F/S MOORE A/G. SGT ROUND. A/G. SGT COPPERWAITE. [underlined] AIRCRAFT [/underlined] LANC. [underlined] MK. [/underlined] I. [underlined] NBR. [/underlined] NG.220 [underlined] LTR. [/underlined] B F/O READ (S) 2. SGT WHITE. SGT FEATHERSTONE. SGT WILLIS SGT McARDLE. SGT ROTHWELL SGT LINAKER. AIRCRAFT . . . FROM WADDINGTON. – F/O WILEY (S) 6 [inserted] F/O FOLLETT. [/inserted] SGT WELSH. SGT VERNEY SGT EVANS SGT ROGERS. SGT LUCAS. SGT LANE. (SGD) A.G. WILLIAMS. SQUADRON LEADER, COMMANDING [underlined] No. 9 SQUADRON, BARDNEY. [/underlined] [page break] [underlined] MUNICH [/underlined] 124 DATE 26th/27th NOV ’44 ACTUAL T.O.T. 0500-0526 T.O.T. ORDERED 0500-0506 BOMB LOAD A = 1 x 12000lb HC. Fused NOSE INST. O.C.S. MTQ DETAILED 15 + 1 TOOK OFF. 15 ATTACKED. P. ALT. LR. 15 ABORTIVE. – MISSING. – PETROL: 2154 FORM B: NO: 454 BRIEFED BY: S/LDR. WILSON. INTERROGATED BY: S/LDR WILSON, S/O BREMNER. WEATHER } EXCELL [circled] A [/circled] [inserted] E [/inserted] NT COMMENT } EXCELL [circled] A [/circled] [inserted] E [/inserted] NT NICKELS: NONE SET COURSE: 2355. 2358 FORM Y: NO: 174. [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHY [m1] PLOTTED BARDNEY [m2] PLOTTED B.S. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL No. [p] REMARKS [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 2348 [f] 0905 [g] Primary [h] 0501 [i] 19500 [j] A [m1] GD on 8 [n] [symbol] [o] 190 [a] E [b] NF 937 [c] F/LT DUNNE [symbol] [d] A [e] 2357 [f] 0914 [g] Primary [h] 0503 [i] 19250 [j] A [m1] GD on 7 [n] [symbol] [o] 185 [a] G [b] PA 172 [c] F/LT MARSH [symbol] [d] A [e] 2346 [f] 0916 [g] Primary [h] 0501 [i] 20,000 [j] A [m1] Failure [n] [symbol] [o] 187 [a] A [b] PB 368 [c] F/O BUCKLEY [symbol] [d] A [e] 2342 [f] 0921 [g] Primary [h] 0502 1/2 [i] 20,300 [j] A [m1] GD on 7 [n] [symbol] [o] 181 [a] B [b] NG 220 [c] F/O LAWS [symbol] [d] A [e] 2341 [f] 0925 [g] Primary [h] 0512 1/2 [i] 18250 [j] A [m1] GD on 7 [n] [symbol] [o] 182 [a] C [b] NG 242 [c] F/O McINTOSH [symbol] [d] A [e] 2347 [f] 0855 [g] Primary [h] 0502 [i] 19750 [j] A [m1] T.I. on 7 GD on 4 [n] [symbol] [o] 183 [a] D [b] NG 223 [c] F/O WILLIAMS [d] A [e] 0005 [f] 0908 [g] Primary [h] 0500 [i] 19600 [j] A [m1] T.I. on 7 [n] [symbol] [o] 184 [a] F [b] PD 213 [c] F/O ARNDELL [symbol] [d] A [e] CANCELLED. [m1] N/A [o] – [a] L [b] LL 845 [c] F/O REAKS [symbol] [d] A [e] 2340 [f] 0902 [g] Primary [h] 0503 [i] 18500 [j] A [m1] GD on 7 [n] [symbol] [o] 188 [a] O [b] LM 217 [c] F/O WILEY [d] A [e] 2356 [f] 0859 [g] Primary [h] 0508 [i] 19500 [j] A [m1] GD on 9 [n] [symbol] [o] 189 [a] R [b] NG 252 [c] F/O KEELEY [symbol] [d] A [e] 0003 [f] 0856 [g] Primary [h] 0502 [i] 18500 [j] A [m1] GD on 7 [n] [symbol] [o] 191 [a] U [b] PD 377 [c] F/O HARPER [symbol] [d] A [e] 2339 [f] 0941 [g] Primary [h] 0509 1/2 [i] 18500 [j] A [m1] Fires and smoke on 7 [n] [symbol] [o] 192 [a] V [b] PD 696 [c] F/O REES [d] A [e] 2349 [f] 0906 [g] Primary [h] 0506 [i] 19500 [j] A [m1] Failure [n] [symbol] [o] 193 [a] X [b] ME 809 [c] F/O NEWTON [symbol] [d] A [e] 2343 [f] 0912 [g] Primary [h] 0502 1/2 [i] 20,00 [sic] [j] A [m1] Failure [n] [symbol] [o] 194 [a] Y [b] LM 220 [c] F/O JONES [symbol] [d] A [e] 2344 [f] 0928 [g] Primary [h] 0503 [i] 18700 [j] A [m1] GD on 7 [n] [symbol] [o] 195 [a] N [b] NG 257 [c] F/O ANDERSON [symbol] [d] A [e] 2358 [f] 0930 [g] Primary [h] 0526 [i] 18500 [j] A [m1] Failure [n] [symbol] [o] 196 Summary of Operations:- 15 Lancasters dropped 15 x 12,000 lb. HC. Fused Nose Inst. After passing through a front which gave some icing and static crews found excellent weather conditions in the target area, with no cloud and good visibility. The marking was considered to be accurate and bombing correspondingly good. As a/c left the target, fires appeared to have got a good hold on the town. The explosions of the 12,000lb bombs were most marked, and caused columns of black and brown smoke to rise several thousand feet into the air. One appeared to hit an electrical installation at 0502 hrs causing large spark discharges. There was slight heavy flak from the defences as the attack opened, which increased to moderate as bombing continued, but was at no time very accurate. By the end of the attack up to 40 S/L’s exposed, but although two a/c were coned for a few seconds the general opinion was that manipulation of S/L’s was feeble. There were three sightings of E/A in the target area, one Lanc opening fire, but none on track to or from the target. Route markers seen by most crews. Numerous S/L’s from Switzerland. [page break] [underlined] MUNICH. [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 26th NOVEMBER, 1944 [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] LTR. [c] NBR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR [h] AIR BOMBER. [i] W/OPERATOR [j] MID UPPER. [k] REAR GUNNER. [/underlined] [a] 1. [b] IB.368 [c] A [d] F/O BUCKLEY (S) [e] 6 [f] SGT DAWES [g] P/O SHUTLER [h] F/O NOLAN [i] F/S MOORE [j] SGT POUND [k] SGT COPPERWAITE [a] 1. [b] NG.220 [c] B [d] F/O LAWS (S) [e] 14 [f] SGT HARRISON [g] F/S MIDDLETON [h] F/O MACDONALD [i] W/O. CHARLTON [j] SGT GLASPER [k] SGT CHARLTON. [a] 1. [b] NG.242 [c] C [d] F/O MACINTOSH (S) [e] 21 [f] SGT COSSER [g] P/O HAWKINS [h] SGT RAMWELL [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN. [a] 1. [b] NG. 223 [c] D [d] F/O WILLIAMS (S) [e] 11 [f] SGT MELLORS [g] SGT LOCKERBIE [h] SGT GOLD [i] SGT STENNER [j] SGT THOMPSON [k] SGT REILLY. [a] 1. [b] NP.937 [c] E [d] F/L DUNNE (S) [e] 21 [f] F/L RITCHIE [g] P/O THAIN [h] F/O PHILPOT [i] SGT KNIGHT [j] F/S ROSE [k] SGT JORDAN. [a] 1. [b] PD.213 [c] F [d] F/O ARNDELL (S) [e] 10 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS. [a] 1. [b] PA.172 [c] G [d] F/L MARSH (S) [e] 17 [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] W/O DAVIES [j] SGT MARSHALL [k] F/S RICHES. [a] 1. [b] LL.845 [c] L [d] F/O REAKS (S) [e] 5 [f] SGT SCOTT [g] F/S ALTON [h] W/O BATES [i] F/S CURRIGAN [j] SGT PEACH [k] SGT LONG [underlined] B. FLIGHT [/underlined] [a] 1. [b] LM.217 [c] O [d] F/O WILEY (S) [e] 7 [f] SGT WELSH [g] SGT VERNEY [h] F/S EVANS [i] F/S ROGERS [j] SGT LUCAS [k] SGT LANE. [a] 1. [b] NP.929 [c] P [d] F/L CAMSELL (S) [e] 23 [f] SGT ANDREWS [g] SGT ASLIN [h] P/O GRAN [i] SGT BEEVERS [j] SGT HERBERT [k] F/S BOON. [a] 1. [b] NG.252 [c] R [d] P/O KEELEY (S) [e] 12 [f] SGT WOTHERSPOON [g] F/S CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] SGT CORNWELL [k] F/S JOHNSON. [a] 1. [b] ID.377 [c] U [d] F/O HARPER (S) [e] 4 [f] SGT WHITWORTH [g] P/O HOME [h] F/S WILLIAMS [i] SGT IRWIN [j] SGT McCANN [k] SGT MEACHER. [a] 1. [b] PB.696 [c] V [d] F/O REES (S) [e] 7 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] SGT KING [k] F/S HEPPELL. [a] 1. [b] ME.809 [c] X [d] F/O NEWTON (S) [e] 7 [f] SGT GREGORY [g] SGT GRANT [h] F/S FLYNN [i] SGT KELLY [j] SGT COOPER [k] F/S STEVENS. [a] 1. [b] LM.220 [c] Y [d] F/O JONES (S) [e] 18 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] F/S BLACK [j] SGT GLOVER [k] F/S ACHESON. [a] 1. [b] NG.257 [c] N [d] F/O ANDERSON (S) [e] 4 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] SGT CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON. [underlined] RESERVE CREW [/underlined] [d] F/O DENTON (S) [e] 3 [f] SGT HARTSHORN [g] SGT KNEEBONE [h] F/O GOEBEL [i] SGT THOMPSON [j] SGT POTTS [k] SGT PRICE [page break] [underlined] HEILBRONN [/underlined] NO. 9 SQUADRON BATTLE ORDER [underlined] FOR 4th DECEMBER, 1944. [/underlined] [underlined] MK.I. LL.845 “L” [/underlined] [Inserted] (A) [/inserted] CAPTAIN F/O REAKS (S) 6 F/ENG. SGT SCOTT NAV. F/S ALTON A/B. W/O. BATES WOP. F/S CURRIGAN M.U. SGT PEACE R.G. SGT BAMFORTH [underlined] MK.I. NG.242 “C” [/underlined] [inserted] (B) [/inserted] CAPTAIN F/O ANDERSON (S) 5 F/ENG. SGT LOAKES. NAV. F/S VIVIAN. A/B. F/S SUMNER. WOP. F/S CORNFOOT M.U. SGT ASHWORTH R.G. SGT HARRISON. [underlined] MK.I. PD.198 [indecipherable letter] [/underlined] [inserted] (B) [/inserted] CAPTAIN. F/O WATERS (S) 5 F/ENG. SGT BOOTH NAV. F/S MILES A/B. F/S COXON WOP. F/S FRENCH M.U. F/S JONES R.G. SGT BOOTH [underlined] MK.I. NG.249 “S” [/underlined] [inserted] (B) [/inserted] CAPTAIN. P/O DENTON (S) 3 F/ENG. SGT HARTSHORN NAV. F/S KNEEBONE. A/B. F/O GOEBEL. WOP. SGT THOMSON. M.U. F/S POTTS. R.G. SGT PRICE. [underlined] MK.I. ME.809 “X” [/underlined] [inserted (B) [/inserted] CAPTAIN F/O MACDONALD [indecipherable number] F/ENG. SGT HUNTER NAV. F/S SHELDON. A/B. F/S BOWYER. WOP. F/S PALMER. M.U. SGT THOMAS. R.G. SGT WILLIAMS. (SGD) J.M. BAZIN. WING COMMANDER, COMMANDING [underlined] NO. 9 SQUADRON, BARDNEY. [/underlined] [page break] [underlined] HEILBRONN [/underlined] (DAYLIGHT) 125 DATE 4th DECEMBER 44 T.O.T ORDERED 1930 – 1932 ACTUAL T.O.T. 1933 – 1937 BOMB LOAD. A = 1 x 12,000lb H.C. Nose Inst. B = 1 x 4,000lb HC Nose Inst. 6 x 1,000lb H.C. T.O. .025 6 x 500lb H.C. T.O. .025 O.C.S. MSM DETAILED 5 TOOK OFF 5 ATTACKED P. ALT LR. 5 ABORTIVE MISSING. PETROL = 1600 + 50 gallons. FORM ‘B’ No: 457 BRIEFED BY: F/LT. SNELL. INTERROGATED BY: F/LT. SNELL WEATHER } Clear. Vis good COMMENT } Clear. Vis good NICKELS = NIL S/C = 1650 FORM ‘Y’ No: 175 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM: [o] SERIAL NO. [p] REMARKS [a] L [b] LL 845 [c] F/O REAKS [d] A [e] 1643 [f] 2315 [g] Primary [h] 1935 1/2 [i] 11,200 [j] A [m1] Smoke & fires on 7 [m2] 1/2m 100°. [n] [symbol] [o] 201 [a] C [b] NG 242 [c] F/O ANDERSON [d] A [e] 1642 [f] 2313 [g] Primary [h] 1933 [i] 13,000 [j] A [m1] Smoke & fires on 7 [n] [symbol] [o] 199 [a] W [b] PD 198 [c] F/O WATERS [d] A [e] 1655 [f] 2331 [g] Primary [h] 1933 [i] 12,500 [j] A [m1] Smoke & fires on 7 [m2] 1 1/2.m 025° ESE [n] [symbol] [o] 200 [a] S [b] NG 249 [c] F/O DENTON [d] A [e] 1656 [f] 2311 [g] Primary [h] 1937 [i] 13,500 [j] A [m1] Smoke & fires on 7 [n] [symbol] [o] 197 [a] X [b] ME 809 [c] F/O MACDONALD [d] B [e] 1644 [f] 2334 [g] Primary [h] 1935 1/2 [i] 13,000 [j] B [m1] Smoke & fires on 7 [m2] 1 1/2 m 050° SE [n] [symbol] [o] 198 [m1] Smoke & fires on 7 Summary of Operation:- 5 Lancasters dropped 4 x 12,000lb H.C. fused N. Inst. 1 x 4,000lb H.C. fused N Inst. 6 x 1,000lb H.C. T.D .025 and 6 x 500lb H.C. T.D. .025. The markers went down to time, and those crews who visually identified the river considered that they were accurately placed and such bombing as was seen was spread and well placed in relation to the markers. No fighter flares were seen, and sightings of E/A were all in the target area, where ground defences consisted of slight light flak. [page break] [underlined] URFT DAM [/underlined] (DAYLIGHT) 126 DATE 8th DECEMBER 1944 TOT ORDERED 1120 – 1130 ACTUAL TOT 1111 3/4 – 1131 BOMB LOAD A = 1 x 12,000lb H.C. O.C.S. DETAILED 5 TOOK OFF 5 ATTACKED P. ALT LR. 3 ABORTIVE 2 MISSING – PETROL = 1600 + 50 gallons. FORM ‘B’ NO: 461 BRIEFED BY: S/Ldr WILSON INTERROGATED BY: F/LT. SNELL, S/L WILSON. WEATHER } 8/10ths SC. tops 6,000ft. COMMENT } 8/10ths SC. tops 6,000ft. NICKELS = NIL S/C = 0828 FORM ‘Y’ No: 176 [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM: [o] SERIAL No. [p] REMARKS [a] A [b] PB 386 [c] F/LT WATKINS [d] A [e] 0825 [f] ODIHAM 1340 [g] N.T.A. [l] A [m1] N/A [o] 202 [p] W/F [a] Y [b] LN 220 [c] F/O TWEDDLE [d] A [e] 0822 [f] 1325 [g] Primary [h] 1111 3/4 [i] 9,650 [j] A [m1] GD on 6 [n] [symbol] [o] 203 [p] W/F [a] Q [b] NN 722 [c] F/O JONES [d] A [e] 0824 [f] 1352 [g] N.T.A [l] A [m1] N/A [o] 204 [p] W/F [a] F [b] PD 213 [c] F/O TAYLOR [d] A [e] 0821 [f] 1334 [g] Primary [h] 1131 [i] 10,000 [j] A [m1] GD on 5 [n] [symbol] [o] 205 [p] W/F [a] C [b] NG 242 [c] F/O MACINTOSH [d] A [e] 0823 [f] 1330 [g] Primary [h] 1126 [i] 9,500 [j] A [m1] GD on 7. [n] [symbol] [o] 206 [p] W/F Summary of Operation:- 3 Lancasters dropped 3 tallboys fused 11 secs delay. There was up to 8/10ths S.C. with tops about 6,000 ft. in the target area, and all crews had difficulty in seeing the Aiming Point on bombing run. Up to 36 minutes were spent in orbiting to get a clear run. Early bombing by the Main Force was scattered and resulted in much smoke, which added to the difficulty of visual identification. Two aircraft A (F/Lt. Watkins) and Q (F/O. Jones) were unable to bomb, bringing their tallboys back. C (F/O MacIntosh) released its tallboy, which failed to explode owing to an electrical failure. Negligible light flak and no enemy fighter activity. Bombing height band – 9,500-10,000 ft. CREW LIST [1] CAPTAIN [2] SORTIES [3] F/ENGINEER [4] NAVIGATOR [5] AIR BOMBER [6] W/OPERATOR [7] MID UPPER GUNNER [8] REAR GUNNER. [1] F/LT. WATKINS [2] 34 [3] F/S. JOWETT [4] F/LT. JONES [5] F/O JONES [6] P/O WARE [7] F/S JOHNSON [8] SGT CUTTING [1] F/O. TWEDDLE [2] 26 [3] SGT. HEATH [4] P/O. SHIELDS [5] P/O SINGER [6] F/S. CARSON [7] SGT FOOT [8] F/S. MALLINSON. [1] F/O. JONES [2] 19 [3] SGT. BILES [4] P/O. SCOTT [5] F/O BLUNSDON [6] F/S. BIRCH [7] SGT. GLOVER [8] F/S. ACHESON. [1] F/O. TAYLOR [2] 33 [3] SGT. DOHERTY [4] P/O. CUNNINGHAM [5] P/O. HOLMES [6] F/S. BURNS [7] P/O. FREEMAN [8] F/S. YOUNG. [1] F/O. MACINTOSH [2] 22 [3] SGT. COSSER [4] P/O. HAWKINS [5] F/S. RAMWELL [6] F/S. TETLOW [7] SGT. WOOD [8] SGT. OWEN. [page break] [underlined] URFT DAM [/underlined] (DAYLIGHT) 127 DATE 11th DECEMBER ‘44 T.O.T. ORDERED 1525 – 1540 ACTUAL T.O.T. 1517 3/4 – 1545 BOMB LOAD A = TALLBOY fused 11 secs delay. O.C.S. JKW DETAILED 20 TOOK OFF 20 ATTACKED P. ALT LR. 20 ABORTIVE – MISSING. – PETROL = 1600 + 50 gallons. FORM ‘B’ No: 464 BRIEFED BY: S/LDR WILSON. INTERROGATED BY: S/LDR WILSON, F/LT. SNELL,,S/O. LANGLEY, S/O. SEWARD WEATHER } 2/10th S C. tops 5-6,000. COMMENT } 2/10th S C. tops 5-6,000. NICKELS = NIL S/C: = W/F 1216 M/F 1308 FORM ‘Y’ No: 177 [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM: [o] SERIAL No. [p] REMARKS [a] U [b] PD 377 [c] W/CMDR BAZIN [d] A [e] 1245 [f] 1750 [g] Primary [h] 1533 [i] 10,500 [j] A [m1] GD on 9 [n] [symbol] [o] 207 [p] CONTROLLER [a] A [b] PB 368 [c] F/LT WATKINS [d] A [e] 1203 [f] 1756 [g] Primary [h] 1526 [i] 9,000 [j] A [m1] GD on 8 [n] [symbol] [o] 208 [p] W/F [a] G [b] PA 172 [c] F/LT. DUNNE [d] A [e] 1152 [f] 1727 [g] Primary [h] 1518 [i] 9,000 [j] A [m1] GD on 10 [n] [symbol] [o] 214 [p] W/F [a] L [b] LL 845 [c] F/LT. MORRISON [d] A [e] 1246 [f] 1811 [g] Primary [h] 1545 [i] 9,400 [j] A [m1] GD. on 8 [n] [symbol] [o] 217 [a] P [b] NF 929 [c] F/LT. CAMSELL [d] A [e] 1235 [f] 1731 [g] Primary [h] 1522 [i] 10,000 [j] A [m1] GD. on 8 [n] [symbol] [o] 222 [p] DEPUTY [a] B [b] NG 220 [c] F/O STOWELL [d] A [e] 1249 [f] 1823 [g] Primary [h] 1531 [i] 9,800 [j] A [m1] G.D. on 8 [n] [symbol] [o] 209 [a] C [b] NG 242 [c] F/O MACINTOSH [d] A [e] 1208 [f] 1747 [g] Primary [h] 1526 [i] 9,000 [j] A [m1] G.D. on 8 [n] [symbol] [o] 210 [p] W/F [a] D [b] NG 223 [c] F/O BUCKLEY [d] A [e] 1238 [f] 1822 [g] Primary [h] 1517 [i] 9,300 [j] A [m1] G.D. on 6 [n] [symbol] [o] 211 [a] E [b] NF 937 [c] F/O FOLLETT [d] A [e] 1239 [f] 1817 [g] Primary [h] 1541 [i] 8,200 [j] A [m1] G.D. on 12 [n] [symbol] [o] 212 [a] F [b] PD 213 [c] F/O TAYLOR [d] A [e] 1236 [f] 1754 [g] Primary [h] 1534 1/2 [i] 9500 [j] A [m1] G.D. on 8 [n] [symbol] [o] 213 [a] H [b] NG 235 [c] F/O LAWS [d] A [e] 1247 [f] 1738 [g] Primary [h] 1517 3/4 [i] 9,200 [j] A [m1] GD on 6 [n] [symbol] [o] 215 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 1244 [f] 1820 [g] Primary [h] 1523 [i] 9,600 [j] A [m1] GD on 6 [n] [symbol] [o] 216 [a] N [b] NG 257 [c] F/O REAKS [d] A [e] 1237 [f] 1819 [g] Primary [h] 15 30 1/2 [i] 9,200 [j] A [m1] G.D. on 7 [n] [symbol] [o] 218 [a] W [b] PD 198 [c] F/O HARRIS [d] A [e] 1151 [f] 1826 [g] Primary [h] 1531 [i] 8,800 [j] A [m1] G.D. on 8 [n] [symbol] [o] 219 [p] W/F [a] S [b] NG 249 [c] F/O ADAMS [d] A [e] 1240 [f] 1808 [g] Primary [h] 1531 [i] 10,000 [j] A [m1] GD on 12. [n] [symbol] [o] 220 [a] V [b] PB 690 [c] F/O HARPER [d] A [e] 1242 [f] 1815 [g] Primary [h] 1530 [i] 8,000 [j] A [m1] GD on 8. [n] [symbol] [o] 221 [a] Q [b] NN 722 [c] F/O JONES [d] A [e] 1158 [f] 1825 [g] Primary [h] 1532 1/2 [i] 8,800 [j] A [m1] GD on 8. [n] [symbol] [o] 223 [p] W/F [a] R [b] NG 252 [c] F/O KEELEY [d] A [e] 1241 [f] 1746 [g] Primary [h] 1526 [i] 9,600 [j] A [m1] G.D. on 6. [n] [symbol] [o] 224 [a] O [b] LM 217 [c] F/O WILEY [d] A [e] 1248 [f] 1812 [g] Primary [h] 1542 [i] 8,400 [j] A [m1] GD on 12 [n] [symbol] [o] 225 [a] X [b] ME 809 [c] F/O AYRTON [d] A [e] 1243 [f] 1814 [g] Primary [h] 1533 [i] 8,600 [j] A [m1] G.D. on 6 [n] [symbol] [o] 226 Summary of Operation:- 20 Lancasters dropped 20 Tallboys fused 11 secs delay. There was up to 7/10ths SC. in the target area, tops 5-6,000ft but all crews managed to identify the target visually. Bombing was inclined to be scattered, and most crews had to make more than one run. Three crews claim to have seen direct hits on the spillway, and two crews report a break in the dam itself with some water flowing through it, but the majority report no visible damage either to dam or spillway, when on their bombing run. There was some light flak from about 3 guns 2 miles N of the A.P. and two a/c were hit (wing damage only) No enemy fighters seen. Bombing height band 8,400 to 10,500ft. [page break] [underlined] No. 9 SQUADRON BATTLE ORDER FOR 11th DECEMBER, 1944 URFT DAM [/underlined] DAYLIGHT. [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR [h] AIR BOMBER. [i] W/OPERATOR [j] MID UPPER. [k] REAR GUNNER. [a] 1. [b] PB.368 [c] A [d] F/L WATKINS [e] 35 [f] F/S JOWETT [g] F/L JONES [h] F/O JONES [i] P/O WARE [j] F/S JOHNSON [k] SGT CUMMING. [a] 1. [b] NG.220 [c] B [d] F/O STOWELL (S) [e] 14 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDG [sic] [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOP. [a] 1. [b] NG.242 [c] C [d] F/O MACINTOSH (S) [e] 23 [f] SGT COSSER [g] P/O HAWKINS [h] F/S RAMWELL [i] F/S TETLOW [j] SGT WOOD [k] SGT OWEN. [a] 1. [b] NG.223 [c] D [d] F/O BUCKLEY (S) [e] 7 [f] SGT DAWES [g] F/O SHUTLER [h] F/O NOLAN [i] F/S MOORE [j] SGT ROUND [k] SGT COPPERWAITE [a] 1. [b] NF.937 [c] E [d] F/O FOLLETT (S) [e] 6 [f] SGT FLANAGAN [g] P/O HOWARTH [h] P/O MITCHELL [i] [deleted] [indecipherable name] [/deleted] [inserted] F/O WEBB. [/inserted] [j] SGT McKEE [k] SGT LONG. [a] 1. [b] PD.213 [c] F [d] F/O TAYLOR (S) [e] 34 [f] SGT DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] F/S BURNS [j] P/O FREEMAN [k] F/S YOUNG. [a] 1. [b] PA.172 [c] G [d] F/L DUNNE (S) [e] 22 [f] F/L. RITCHIE [g] P/O THAIN [h] F/O PHILPOTT [i] SGT KNIGHT [j] F/S ROSE [k] SGT JORDAN. `[a] 1. [b] NG. 235 [c] H [d] F/O LAWS (S) [e] 15 [f] SGT HARRISON [g] SGT MIDDLETON [h] F/O MACDONALD [i] W/O CHARLTON [j] SGT GLASPER [k] SGT CHARLTON. [a] 1. [b] NG.206 [c] J [d] F/O ARNDELL (S) [e] 10 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS [a] 1. [b] LL.845 [c] L [d] F/L MORRISON (S) [e] 12 [f] SGT AITKENHEAD [g] [deleted] [indecipherable name] [/deleted] [inserted] P/O SHIELDS [/inserted] [h] F/S WEST[missing letters] [i] W/O BLACK [j] SGT STRACHAN [k] SGT HORNER. [a] 1. [b] NG.257 [c] N [d] F/O REAKS (S) [e] 7 [f] SGT SCOTT [g] F/S ALTON [h] W/O. BATES [i] F/S SHERIGAN [j] SGT [indecipherable name] [k] SGT BAMFORTH. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] PD.377 [c] U [d] W/C. BAZIN [e] 17 [f] P/O McDONNELL [g] P/O LEWIS [h] F/L CAMPBELL [i] [deleted] [indecipherable name] [/deleted] [inserted] F/O COOPER [/inserted] [j] SGT WILLIAMS [k] P/O EVANS. [a] 1. [b] PD.198 [c] W [d] F/O HARRIS (S). [e] 31 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] F/L COOK [j] P/O WILLIAMS [k] F/L GABRIEL. [a] 1. [b] NG.219 [c] S [d] F/O ADAMS (S) [e] 27 [f] SGT BROWN [g] FS. LYNAM [h] F/S JACKSON. [i] SGT FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD. [a] 1. [b] PB.696 [c] V [d] F/O HARPER (S) [e] 7 [f] SGT WHITWORTH [g] F/O HOME [h] F/S WILLIAMS [i] SGT IRWIN [j] SGT McCANN [k] SGT MEAGHER. [a] 1. [b] NF.929 [c] P [d] F/L CAMSELL (S) [e] 25 [f] SGT ANDREWS [g] SGT ASLIN [h] P/O GRAN [i] SGT REEVERS [j] F/S HERBERT [k] F/S BOON. [a] 1. [b] NN.722 [c] Q [d] F/O JONES (S) [e] 20 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] F/S BIRCH [j] SGT GLOVER [k] F/S ACHESON. [a] 1. [b] NG.252 [c] R [d] F/O KEELEY (S) [e] 13 [f] SGT WOTHERSPOON [g] F/S CHORNY [h] SGT TAYLOR [i] F/S CHAMBERS [j] SGT CONNELL [k] F/S JOHNSON. [a] 1. [b] LM.217 [c] O [d] F/O RILEY (S) [e] 8 [f] SGT WELSH [g] SGT VERNEY [h] F/S EVANS [i] F/S ROGERS [j] SGT ROTHWELL [k] SGT LONG. [a] 1. [b] ME.809 [c] X [d] F/O AYRTON (S) [e] 7 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] SGT SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES. [page break] [underlined] MUNICH [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 17th DECEMBER, 1944. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [/underlined] [a] 1. [b] PB.368 [c] A [d] F/O SCOTT (S) [e] 6 [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] SGT GREY [k] F/S JEPSON. [a] 1. [b] NG.220 [c] B [d] F/O STOWELL (S) [e] 15 [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOPP. [a] 1 [b] NG.242 [c] C [d] F/O MACINTOSH (S) [e] 21 [f] SGT COSSER [g] P/O HAWKINS [h] SGT RAMWELL [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN. [a] 1. [b] NG.223 [c] D [d] F/O WILLIAMS (S) [e] 12 [f] [missing name] [g] SGT LOCKERBIE [h] P/O GOLD [i] SGT STENNER [j] SGT MORRISON [k] SGT REILLY. [a] 1. [b] PA.172 [c] G [d] F/L HARRIS (S) [e] 32 [f] SGT POCOCK [g] F/S YOUNG [h] P/O PARSONS [i] F/O BROWNLIE [j] P/O WILLIAMS [k] F/L GABRIEL. [a] 1. [b] PD.213 [c] F [d] F/O READ (S) [e] 3 [f] SGT WHITE [g] F/S FEATHERSTONE [h] F/S WILLIS [i] F/S McARDLE [j] SGT ROTHWELL [k] SGT LINAKER. [a] 1. [b] NG.206 [c] J [d] F/O ARNDELL (S) [e] 11 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS [a] 1. [b] NG.235 [c] H [d] F/O LAWS (S) [e] 16 [f] SGT HARRISON [g] SGT MIDDLETON [h] F/O MACDONALD [i] W/O.CHARLTON [j] SGT GLASPER [k] SGT CHARLTON. [a] 1. [b] PB.696 [c] V [d] F/O FOLLETT (S) [e] 7 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] F/S A.T. WEBB [j] SGT McKEE [k] SGT LONG. [a] 1. [b] LL.845 [c] L [d] F/L MORRISON (S)[e] 13 [f] SGT AITKENHEAD [g] P/O LEWIS [h] F/S WESTROPE [i] W/O. BLACK [j] SGT STRACHAN [k] SGT HOOPER. [a] 1. [b] NG.257 [c] N [d] F/O JAPPS (S) [e] 8 [f] F/S BLOOM [g] F/O WILSON [h] F/S FISHER [i] SGT McMILLAN [j] SGT THOMAS [k] SGT SYMONDS. [a] 1. [b] NF.937 [c] E [d] F/L DUNNE (S) [e] 23 [f] F/S GRANT [g] P/O THAIN [h] P/O PHILPOTT [i] F/S KNIGHT [j] F/S ROSE [k] SGT JORDAN. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] LM.217 [c] O [d] F/O AYRTON (S) [e] 8 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] SGT SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES. [a] 1. [b] NF.929 [c] P [d] F/L CAMSELL (S) [e] 26 [f] P/O ANDREWS [g] SGT ASLIN [h] P/O GRAN [i] F/S REEVES [j] F/S HERBERT [k] P/O BOON. [a] 1. [b] NN.722 [c] Q [d] F/O REES (S) [e] 8 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] SGT KING [k] SGT HERKELL. [a] 1. [b] NG.252 [c] R [d] F/O HARPER (S) [e] 10 [f] SGT WHITWORTH [g] P/O HOME [h] F/S WILLIAMS [i] F/S IRWIN [j] SGT McCANN [k] SGT MEAGHER. [a] 1. [b] NG.249 [c] S [d] F/O NEWTON (S) [e] 8 [f] SGT GREGORY [g] SGT GRANT [h] P/O FLYNN [i] SGT KELLY [j] SGT COCKER [k] F/S STEVENS. [a] 1. [b] NG.384 [c] T [d] F/O JONES (S) [e] 21 [f] SGT BILES [g] P/O SCOTT [h] P/O BLUNSDON [i] F/S BIRCH [j] SGT GLOVER [k] F/S ACHESON. [a] 1. [b] ID.377 [c] U [d] F/O MACDONALD [e] 2[digit missing] [f] SGT HUNTER [g] F/S SHELDON [h] F/S BOWYER [i] F/S COLLINS [j] SGT THOMAS [k] SGT WILLIAMS. [a] 1. [b] ID.198 [c] W [d] F/L ADAMS (S) [e] 28 [f] F/S BROWN [g] F/S LYNAM [h] F/S JACKSON [i] SGT FAUCHEUX [j] SGT STEBBINGS [k] F/S WHITFIELD. [a] 1. [b] ME.809 [c] X [d] F/O KEELEY (S) [e] 14 [f] SGT WOTHERSPOON [g] F/S CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] SGT CORNWELL [k] F/S JOHNSON. [a] 1. [b] LM.220 [c] Y [d] F/O TWEDDLE (S) [e] 27 [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] SGT ROOT [k] F/S MALLINSON. 1. [signature] WING COMMANDER, COMMANDING [underlined] NO. 9 SQUADRON, BARDNEY. [/underlined] spoiled by a load of incendiaries dropped on them early on in the attack. Apart from a few undershoots bombing spread out fan wise from the markers. & fire covered a fairly wide area & the attack is considered to have been successful. The controlling was very good Fighter Activity was limited to Target area where the Ground defences were slight heavy & light flak & numerous ineffective S/L’s. [page break] [underlined] MUNICH [/underlined] 128 DATE 17/18th DECEMBER 1944 T.O.T. ORDERED 2200-2206 ACTUAL T.O.T. BOMB LOAD. A = 1 x 12,000lb H.C. fused INST B = 1 x 4,000lb H.C. fused INST 12 x MK’14’ type clusters O.C.S. 9 = PTO 53 = RMWC DETAILED 22 TOOK OFF 22 ATTACKED P. ALT LR. 22. ABORTIVE MISSING. PETROL: 2154 gallons. FORM ‘B’ No: = 472 BRIEFED BY: F/LT SNELL. INTERROGATED BY: F/LT SNELL, S/O LANGLEY, S/O SEWARD. WEATHER } Clear COMMENT } Clear NICKELS: NIL. S/C: 1st 1647 2nd 1649 3rd 1651 FORM ‘Y’ No: 178 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL No. [p] REMARKS [a] P [b] NF 929 [c] F/LT. CAMSELL [d] A [e] 1641 [f] 1641 [g] Primary [h] 2202. [i] 14,200. [j] A [m1] GD on 8. [n] [symbol] [o] 239 [a] G [b] PA 172 [c] F/LT. HARRIS [d] A [e] 1638 [f] 1648 [g] Primary [h] 2208 [i] 10,250 [j] A [m1] Fires and smoke on 7 [n] [symbol] [o] 231 [a] W [b] PD 198 [c] F/LT. ADAMS [d] A [e] 1646 [f] 1646 [g] Primary [h] 2206 [i] 13 250 [j] A [m1] Failure [n] [symbol] [o] 245 [a] E [b] NF 937 [c] F/LT. DUNNE [d] A [e] 1635 [f] 1635 [g] Primary [h] 2204 [i] 12,000 [j] A [m1] G.D. on 7. [n] [symbol] [o] 248 [a] L [b] LL 845 [c] F/LT. MORRISON [d] A [e] 1651 [f] 1651 [g] Primary [h] 2211 [i] 11,200 [j] A [m1] Fires and smoke on 8. [n] [symbol] [o] 236 [a] Y [b] LM 220 [c] F/O. TWEDDLE [d] A [e] 1654 [f] 1654 [g] Primary [h] 2207 [i] 13,750 [j] A [m1] G.D. on 11 [n] [symbol] [o] 247 [a] C [b] NG 242 [c] F/O MACINTOSH [d] A [e] 1634 [f] 1634 [g] Primary [h] 2203 [i] 11,500 [j] A [m1] Fires and smoke on 8 [n] [symbol] [o] 229 [a] T [b] NG 384 [c] F/O JONES [d] A [e] 1645 [f] 1645 [g] Primary [h] 2212 [i] 14,000 [j] A [m1] Fires and smoke on 9 [n] [symbol] [o] 242 [a] H [b] NG 235 [c] F/O. LAWS [d] A [e] 1639 [f] 1639 [g] Primary [h] 2200 1/2 [i] 12,250 [j] A [m1] Target conditions on 7. [n] [symbol] [o] 234 [a] D [b] NG 223 [c] F/O WILLIAMS [d] A [e] 1637 [f] 1637 [g] Primary [h] 2206 [i] 12,000 [j] A [m1] GD on 7. [n] [symbol] [o] 230 [a] B [b] NG 220 [c] F/O. STOWELL [d] A [e] 1633 [f] 1633 [g] Primary [h] 2204 1/2 [i] 11,250 [j] A [m1] GD on 7 [n] [symbol] [o] 228 [a] X [b] ME 809 [c] F/O. KEELEY [d] A [e] 1650 [f] 1650 [g] Primary [h] 2203 [i] 13,500 [j] A [m1] Target conditions on 7 [n] [symbol] [o] 241 [a] J [b] NG 206 [c] F/O. ARNDELL [d] A [e] 1636 [f] 1636 [g] Primary [h] 2206 1/2 [i] 12,600. [j] A [m1] Fires and smoke on 6 [n] [symbol] [o] 233 [a] Q [b] NN 722 [c] F/O. REES [d] B [e] 1640 [f] 1640 [g] Primary [h] 2205 [i] 11,750 [j] B [m1] GD on 8. [n] [symbol] [o] 240 [a] R [b] NG 252 [c] F/O. HARPER [d] A [e] 1644 [f] 1644 [g] Primary [h] 2204 1/2 [i] 15,000 [j] A [m1] Fires and smoke on 7 [n] [symbol] [o] 244 [a] A [b] PB 368 [c] F/O. SCOTT [d] B [e] 1652 [f] 1652 [g] Primary [h] 2208 [i] 11,000 [j] B [m1] Fires and smoke on 8. [n] [symbol] [o] 227 [a] S [b] NG 249 [c] F/O. NEWTON [d] A [e] 1642 [f] 1642 [g] Primary [h] 2207 [i] 14,200 [j] A [m1] GD on 7. [n] [symbol] [o] 242 [a] N [b] NG 257 [c] F/O. JEFFS [d] A [e] 1647 [f] 1647 [g] Primary [h] 2206 [i] 11,500. [j] A [m1] Target conditions on 8 [n] [symbol] [o] 237 [a] O [b] LM 217 [c] F/O. AYRTON [d] A [e] 1648 [f] 1648 [g] Primary [h] 2205 [i] 13,750. [j] A [m2] Fires and smoke on 7 [n] [symbol] [o] 238 [a] V [b] PB 696 [c] F/O. FOLLETT [d] A [e] 1643 [f] 1643 [g] Primary [h] 2209 [i] 12,250 [j] A [m1] Target conditions on 7 [n] [symbol] [o] 235 [a] U [b] PD, 377 [c] F/O MACDONALD [d] B [e] 1653 [f] 1653 [g] Primary [h] 2204 [i] 12,000. [j] B [m1] Fires and smoke on 7 [n] [symbol] [o] 246 [a] F [b] PD 213 [c] F/O. READ [d] B [e] 1649 [f] 1649 [g] Primary [h] 2211 1/2 [i] 11,000 [j] B. [m1] Fires and smoke on 8. [n] [symbol] [o] 232 Summary of Operations:- 22 Lancasters dropped 17 x 12000lb HC fused inst 5 x 4000lb H.C. Inst. & 60 14 J Type clusters 4lb [indecipherable word] Weather over the target was clear & all crews bombed the red T.I’s which were well concentrated & thought to be accurately placed. A few crews saw the Flashing white T.I’s but the effectiveness of the red T.I’s was somewhat. [page break] [underlined] GDYNIA [/underlined] 129 DATE 18 DEC 1944 TOT ORDERED ACTUAL TOT BOMB LOAD A = 10 x 1000 ANM 59 fused .1 secs B = 10 x 1,000 ANM 59 fused .01 secs. O.C.S UUG DETAILED 19 TOOK OFF 18 ATTACKED P. ALT LR. 6 10. ABORTIVE 2 MISSING – PETROL: 1254 gallons. FORM ‘B’ NO. 473 BRIEFED BY: S/Ldr WILSON INTERROGATED BY: S/DLR WILSON, F/LT. SNELL, S/O LANGLEY. WEATHER } COMMENT } NICKELS: NIL S/C W/F – 1655 Main 1712 FORM ‘Y’ No. 178 [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL NO [p] REMARKS [a] L [symbol] [b] LL 845 [c] F/Lt MORRISON [d] A [e] 1711 [f] 0245 [g] DOCKS [h] 2203 1/2 [i] 12,500 [j] A [m1] G.D. on 7 [n] [symbol] [o] 257 [a] E [symbol] [b] NF 937 [c] FLT DUNNE [d] A [e] 1709 [f] LANGAR 0313 [g] TARGET ‘B’ [h] 2204 [i] 12,500 [j] A [n] [symbol] [o] 252 [p] W/F [a] F [b] PD 213 [c] F/LT TAYLOR [d] A [e] CANCELLED [m1] N/A [n] x [o] – [a] Y [symbol] [b] LM 220 [c] F/O TWEDDLE [d] A [e] 1700 [f] 0220 [g] LUTZOW [h] 2153 [i] 14,000 [j] 9 x 1,000 ANM 59 [l] 1 x 1,000lb ANM. 59 [m1] G.D. on 13 [n] [symbol] [o] 266 [p] W/F [a] T [b] NG 384 [c] F/O JONES [d] A [e] 1704 [f] CARNABY 0245 [g] N.T.A. [l] 10 x 1,000lb ANM. 59. [n] x [o] 261 [a] H [symbol] [b] NG 235 [c] F/O LAWS [d] A [e] 1707 [f] LANGAR 0316 [g] LUTZOW [h] 2203 [i] 12,000 [j] A [n] [symbol] [o] 255 [a] A [symbol] [b] PB 368 [c] F/O SCOTT [d] B [e] 1713 [f] LANGAR 0320 [g] M/YARD [h] 2203 [i] 11,000 [j] B [n] [symbol] [o] 249 [a] B [symbol] [b] NG 220 [c] F/O STOWELL [d] A [e] 1712 [f] LANGAR 0259 [g] LUTZOW [h] 2201 [i] 11,000 [j] A [n] [symbol] [o] 250 [p] W/F [a] D [symbol] [b] NG 223 [c] F/O WILLIAMS [d] A [e] 1714 [f] LANGAR 0314 [g] LUTZOW [h] 2158 [i] 12,000 [j] A [n] [symbol] [o] 251 [a] J [symbol] [b] NG 206 [c] F/O ARNDELL [d] A [e] 1727 [f] LANGAR 0324 [g] M/YARD [h] 2203 [i] 12,200 [j] A [n] [symbol] [o] 256 [a] R [symbol] [b] NG252 [c] F/O KEELEY [d] A [e] 1653 [f] LANGAR 0326 [g] M/YARD [h] 2203 [i] 13,000 [j] A [n] [symbol] [o] 259 [p] W/F. [a] V [symbol] [b] PB 696 [c] F/O REES [d] A [e] 1705 [f] LANGAR 0303 [g] LUTZOW [h] 2203 [i] 13,750 [j] A [n] [symbol] [o] 263 [a] U [symbol] [b] PD 327 [inserted] 377 [/inserted] [c] F/O HARPER [d] A [e] 1703 [f] LANGAR 0257 [g] TARGET ‘B’ [h] 2206 [i] 13,500 [j] A [n] [symbol] [o] 264 [a] S [b] NG 249 [c] F/O NEWTON [d] A [e] 1706 [f] 1850 [g] EARLY RETURN. [h] BOMBSIGHT U/S [j] – [k] A [m1] N/A [n] x [o] 260 [a] W [symbol] [b] PD 198 [c] F/O AYRTON [d] A [e] 1702 [f] LANGAR 0323 [g] M/YARD [h] 2207 [i] 12,500 [j] A [n] [symbol] [o] 262 [a] N [symbol] [b] NG 287 [c] F/O JEFFS [d] A [e] 1708 [f] 0228 [g] TARGET ‘B’ [h] 2205 [i] 12,500 [j] A [m1] G.D. on 9. [n] [symbol] [o] 258 [a] P [symbol] [b] NF 929 [c] F/O READ [d] A [e] 1701 [f] LANGAR 0252 [g] TARGET ‘B’ [h] 2159 [i] 11,500 [j] A [n] [symbol] [o] 254 [a] X [symbol] [b] ME 809 [c] F/O MACDONALD [d] A [e] 1710 [f] LANGAR 0312 [g] M/YARD [h] 2158 [i] 13,500 [n] [symbol] [o] 265 [a] G [symbol] [b] PA 172 [c] F/O FOLLETT [d] A [e] 1659 [f] LANGAR 0248 [g] TARGET ‘A’ [h] 2200 [i] 12,000 [j] A [n] [symbol] [o] 253 [page break] [underlined] GDYNIA. [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 18th DECEMBER, 1944. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [l] API. [/underlined] [a] 1. [b] PB.368 [c] A [d] F/O SCOTT (S) [e] 7 [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] SGT GREY [k] F/S JEPSON [l] YES. [a] 1. [b] NG.220 [c] B [d] F/O STOWELL (S) [e] 16 [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOP [l] YES. [a] 1. [b] NG.223 [c] D [d] F/O WILLIAMS (S) [e] 13 [f] SGT. PRETTEJOHNS [g] SGT LOCKERBIE [h] P/O GOLD [i] SGT STENNER [j] SGT MORRISON [k] SGT REILLY [l] YES. [a] 1. [b] NF.937 [c] E [d] F/L DUNNE (S) [e] 24 [f] F/L RITCHIE [g] P/O THAIN [h] F/O PHILPOTT [i] F/S KNIGHT [j] F/S ROSE [k] SGT JORDAN [l] YES. [a] 1. [b] PA.172 [c] G [d] F/O FOLLETT (S) [e] 8 [f] SGT FLANAGAN [g] P/O HOWARTH [h] P/O MITCHELL [i] SGT ROBERTS [j] SGT McKEE [k] SGT LONG [l] YES. [a] 1. [b] NF.929 [c] P [d] F/O READ (S) [e] 4 [f] SGT WHITE [g] F/S FEATHERSTONE [h] F/S WILLIS [i] F/S McARDLE [j] SGT ROTHWELL [k] SGT LINAKER [l] YES. [a] 1. [b] NG.235 [c] H [d] F/O LAWS (S) [e] 17 [f] SGT HARRISON [g] SGT MIDDLETON [h] F/O MACDONALD [i] W/O. CHARLTON [j] SGT GLASPER [k] SGT CHARLTON [l] YES. [a] 1. [b] NG.206 [c] J [d] F/O ARNDELL (S) [e] 12 [f] SGT JONES [g] F/S CAMPBELL [h] P/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS. [a] 1. [b] LL.845 [c] L [d] F/L MORRISON (S) [e] 14 [f] SGT AITKENHEAD [g] P/O LEWIS [h] F/S WESTROPE [i] W/O. BLACK [j] SGT STRACHAN [k] SGT HOOPER. [a] 1. [b] NG.257 [c] N [d] F/O JEFFS (S) [e] 9 [f] F/S BLOOM [g] F/S MOUSLEY [h] F/S FISHER [i] SGT McMILLAN [j] SGT THOMAS [k] SGT SYMONDS. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.252 [c] R [d] *F/O KEELEY (S) [e] 15 [f] SGT WOTHERSPOON [g] F/S CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] SGT CORNWELL [k] F/S JOHNSON. [l] YES. [a] 1. [b] NG.249 [c] S [d] F/O NEWTON (S) [e] 9 [f] SGT GREGORY [g] SGT. GRANT [h] P/O FLYNN [i] SGT KELLY [j] SGT COOPER [k] F/S STEVENS. [l] YES. [a] 1. [b] NG.384 [c] T [d] F/O JONES (S) [e] 22 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] W/O. BIRCH [j] SGT GLOVER [k] F/S ACHESON. [a] 1. [b] ID.198 [c] W [d] F/O AYRTON (S) [e] 9 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] SGT SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES [l] YES. [a] 1. [b] IB.696 [c] V [d] F/O REES (S) [e] 9 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] SGT KING [k] F/S HERKELL [l] YES. [a] 1. [b] PD. [deleted] 327 [/deleted] 377 [c] U [d] F/O HARPER (S) [e] 11 [f] SGT WHITWORTH [g] F/O HOME [h] F/S WILLIAMS [i] F/S IRWIN [j] SGT McCANN [k] SGT MEACHER. [l] YES. [a] 1. [b] ME.809 [c] X [d] F/O MACDONALD [e] 3+ [f] SGT HUNTER [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT THOMAS [k] SGT WILLIAMS. [l] YES. [a] 1. [b] LM.220 [c] Y [d] *F/O TWEDDLE (S) [e] 28 [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] SGT FOOT [k] F/S MALLINSON. [l] YES. [inserted] [a] 1 [b] PB213 [c] F [d] F/O TAYLOR (S) [e] 35 [/inserted] * WIND FINDING. (SGD) J.M. BAZIN. WING COMMANDER, COMMANDING [underlined] NO. 9 SQUADRON, BARDNEY. [/underlined] [page break] [underlined] POLITZ [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 21st DECEMBER, 1944. [/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [/underlined] [a] 1. [b] NG.242 [c] C [d] F/O FOLLETT (S) [e] 9 [f] SGT FLANAGAN [g] F/O HOWARTH [h] P/O. MITCHELL [i] F/S COLLINS [j] SGT McKEE [k] SGT LONG. [a] 1. [b] PD.213 [c] F [d] F/O READ (S) [e] 5 [f] [underlined] SGT WHITE. [/underlined] [g] F/S FEATHERSTONE [h] [underlined] F/S WILLIS. [/underlined] [i] F/S McARDLE [j] SGT ROTHWELL [k] SGT LINAKER. [a] 1. [b] LL.845 [c] L [d] F/O SCOTT (S) [e] 8 [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O. MOSSENSON [j] SGT GREY [k] F/S JEPSON. [a] 1. [b] NG.257 [c] N [d] F/O WATERS (S) [e] 5 [f] SGT BOOTH [g] F/S MILES [h] F/S COXON [i] F/S FRENCH [j] F/S JONES [k] SGT BOOTH. [a] 1. [b] NG.249 [c] S [d] F/O ANDERSON (S) [e] 6 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON. [a] 1. [b] LM.220 [c] Y [d] F/O NEWTON (S) [e] 9 [f] SGT GREGORY [g] SGT GRANT [h] P/O FLYNN [i] SGT KELLY [j] SGT [indecipherable name] [k] SGT STEVENS RESERVE CREW: [d] F/O TWEDDLE (S) [e] 29 [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] SGT ROOT [k] F/S MALLINSON. (SGD) J.M. BAZIN. WING COMMANDER, COMMANDING [/underlined] NO. 9 SQUADRON, BARDNEY. [/underlined] [page break] POLITZ 130 DATE 21/22 DEC’ 1944 TOT ORDERED 2148 – 2154 ACTUAL TOT BOMB LOAD A = 1 x 8000lb + 3 x 1000 MC (fused .025) O.C.S LCV DETAILED 6 TOOK OFF 6 ATTACKED P. ALT LR. ABORTIVE MISSING PETROL: 2154 FORM B NO 477 BRIEFED BY: S/O LANGLEY INTERROGATED BY: S/LDR WILSON WEATHER. Clear. COMMENT. NICKELS - NIL S/C 1652 FORM Y No. Nil [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL NO [p] REMARKS [a] Y [b] LN 220 [c] F/O NEWTON [d] A. [e] 1635 [f] Fiskerton [g] Primary [h] 2205 [i] 20,000 [j] A. [m1] G D 7. [n] [symbol] [o] 267 [a] S [b] NG 249 [c] F/O ANERSON [sic] [d] A [e] 1636 [f] Fiskerton [g] Primary [h] 2208 1/2 [i] 20,000 [j] A. [m1] G D 8. [n] [symbol] [o] 268 [a] N [b] NG 257 [c] F/O WATERS [d] A [e] 1637 [f] Fiskerton [g] Primary [h] 2205 [i] 20,000 [j] A. [m1] G D 7 [n] [symbol] [o] 269 [a] F [b] PD 213 [c] F/O READ [d] A [e] 1633 [g] CRASH LANDED. 2 KILED [sic] [m1] – [o] 270 [a] C [b] NG 242 [c] F/O FOLLETT [d] A [e] 1632 [f] Lossiemouth [g] Primary [h] 2206 [i] 18,500 [j] A [n] [symbol] [o] 271 [a] L [b] LL 845 [c] F/O SCOTT [d] A [e] 1634 [f] Peterhead [g] [deleted] Primary [/deleted] N.T.A. [l] A. [m1] N/A [n] [symbol] [o] 272 Summary of Operations – 5 Lancasters dropped 5 x 8000 HC. fused .025 and 15 x 1000 M.C fused .025. Weather was clear over Target but marking appeared inaccurate & crews were kept waiting some minutes before being ordered to attack. T.I’s were adjudged to be too far north of the Target & it is not thought that the attack was a success. There was moderate heavy & light flak in the Target area & some fighter flares were seen on leaving Target area at 2207. F (F/O Read) crashed near Bardney aerodrome prior to landing the flight engineer being killed & the remainder of the crew injured. L (F/O SCOTT) failed to get bombs to release over target & brought back 1 x 8000 HC fused .025 & 3 x 1000 M.C. fused .025 This a/c landed at Peterhead. Bombing height band 18,500 to 20,000ft. [page break] SHIPPING IN MOSS AREA 131 DATE 28/29th DEC’ 44 T.O.T ORDERED 2330 – 2359 ACTUAL T.O.T. 2330 – 2352 BOMB LOAD A = 12 x 1000lb MC Fused .025 B = 11 X 1000lb Fused .025 + 1 x 500lb Inst O.C.S STP DETAILED 5 TOOK OFF 5 ATTACKED P. ALT LR. 5 ABORTIVE – MISSING – PETROL: 1800 + 50 FORM B ND BRIEFED BY S/L WILSON INTERROGATED BY F/Lt SNELL, S/O SEWARD. WEATHER. Clear. Vis good. COMMENT. NICKELS – NIL S/C 1935 FORM Y 180 [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT No. [n] SORTIE COM. [o] SERIAL NO [p] REMARKS [a] C [b] NG 242 [c] F/L MARSH [d] B [e] 1935 [f] 0244 [g] Ship in Moss [h] 2335 [i] 8200 [j] B – 1 x 1000lb [l] 1 x 1000lb [m1] G D 12 [n] [symbol] [o] 273 [a] S [b] NG 249 [c] F/L CAMSELL [d] B [e] 1934 [f] 0230 [g] Ship in Kambo [h] 2330 [i] 8000ft [j] B – 1 x 1000lb [l] 1 x 1000lb [m1] GD 13 [n] [symbol] [o] 274. [a] Y [b] LM 220 [c] F/O STOWELL [d] A [e] 1936 [f] 0239 [g] Ship off Kambo [h] 2336 [i] 7000ft [j] A [m1] GD 9. [n] [symbol] [o] 276 [a] N [b] NG 257 [c] F/O LAWS [d] A [e] 1948 [f] 0247 [g] Ship in Kambo [h] 2339 [i] 6800ft [j] A [m1] GD 10. [n] [symbol] [o] 275 [a] O [b] LM 217 [c] F/O KEELEY [d] A [e] 1937 [f] 0242 [g] Ship off Moss [h] 2331 [i] 7500 [j] A [m1] GD 7 [n] [symbol] [o] 277 Summary of Operation:- 5 Lancs dropped 56 x 1,000lb. M.C. fused .025. Weather over target was clear and visibility good. Four crews saw a flame float. Two crews bombed a ship 350/400 yards South and the other two a ship a similar distance North of the flame float which was in the Kambo area. The fifth crew visually identified and claim to have hit a large merchant vessel South of Moss. The type of ship in the Kambo area could not be definitely identified but bombing was reported as well concentrated, smoke was observed issuing from it and an explosion was also seen. One crew unable visually to identify any ship on the second run attacked a ship in the Horton area with unobserved results. There was no fighter activity. Slight heavy flak encountered S.E. of Moss and moderate to intense light flak mostly from ships. [stamp] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 28th DECEMBER, 1944. [/underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [a] 1. [b] NG.242 [c] C [d] F/L. MARSH [e] 18 [f] F/S [indecipherable name] [g] [missing letter]/O BROWN. [h] F/O CARR [i] W/O DAVIES. [j] SGT MARSHALL [k] F/S RICHES [a] 1. [b] NG.257 [c] N [d] F/O LAWS [e] 18 [f] SGT [indecipherable name] [g] [missing letters]T MIDDLETON [h] P/O McDONALD [i] W/O CHARLTON [j] SGT GLASPER [k] SGT CHARLTON. [a] 1. [b] LM.217 [c] O [d] F/O KEELY [e] 16 [f] SGT. [indecipherable name] [g] F/S CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] SGT CORNWELL [k] F/S JOHNSON. [a] 1. [b] NG.249 [c] S [d] F/L CAMSELL [e] 27 [f] SGT. [indecipherable name] [g] [missing letters]T. ASLIN [h] [indecipherable rank] GRAN [i] W/O REDWOOD [j] F/S HERBERT [k] P/O BOON. [a] 1. [b] IM 220 [c] Y [d] F/O STOWELL [e] 17 [f] SGT [indecipherable name] [g] [missing letters]T. TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOPP. [page break] LADBURGEN 132 DATE 1/1/45 T.O.T ORDERED 1100 ACTUAL TOT 1116 – 1118 ½ BOMB LOAD 12 x 1000lb M.C 53 Pistol Fused 1hr delay O.C.S. JWF. DETAILED 10 TOOK OFF 10 ATTACKED P. ALT LR. 6 ABORTIVE 1 MISSING 1 PETROL: 1600 + 50 FORM ‘B’ NO: 488 BRIEFED BY. F/Lt Snell INTERROGATED BY F/LT Snell WEATHER. Clear. 012 COMMENT excellent NICKELS NIL S/C 0749. FORM ‘Y’ No 181 [a] A/C [b] Aircraft NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET. [h] TIME. [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED BC. [m3] PLOT No. [n] SORTIE COM. [o] SERIAL NO [p] REMARKS [a] G [b] PA 172 [c] F/LT. OLDACRE [d] A [e] 0815 [f] 1324 [g] Primary [h] 1118 1/2 [i] 12,000 [j] A [m1] GD on 6. [n] [symbol] [o] 279 [a] H [b] NG 235 [c] F/O JEFFS. [d] A [e] 0813 [f] 1329 [g] Primary [h] 1116 [i] 10,800 [j] A [m1] GD on 6 [n] [symbol] [o] 282 [a] R [b] NG 252 [c] F/O NEWTON [d] A [e] 0745 [f] [underlined] CRASHED AFTER TAKE OFF [/underlined] 1 SURVIVOR [m1] N/A [n] – [o] 284 [a] B [b] NG 220 [c] F/O SCOTT [d] A [e] 0807 [f] 1125 [g] RETURNED EARLY [k] 3 x 1,000lb M.C. [l] 9 x 1,000lb M.C. [m1] N/A [n] x [o] 281 [a] T [b] NG 384 [c] F/O WILEY [d] A [e] 0808 [f] 1403 [g] Primary [h] 1118 [i] 11,800 [j] A [m1] GD on 6 [n] [symbol] [o] 285 [a] A [b] PB 368 [c] F/O BUCKLEY [d] A [e] OVERSHOT ON TAKE OFF. [m1] N/A [n] – [o] 278 [a] D [b] NG 223 [c] F/O REAKS [d] A [e] 0810 [f] MISSING [m1] N/A [n] x [o] 280 [a] P [b] NF 929 [c] F/O ANDERSON [d] A [e] 0819 [f] EAST KIRKBY 1359 [g] Primary [h] 1118 [i] 10,500 [j] A [m1] GD on 4 [n] [symbol] [o] 283 [a] V [b] PB 696 [c] F/O MACDONALD [d] A [e] 0811 [f] EAST KIRKBY 1359 [g] Primary [h] 1118 [i] 11,000 [j] 11 x 1,000lb MC [k] 1 x 1,000lb MC. [m1] GD on 4 [n] [symbol] [o] 286 [a] U [b] PD 377 [c] F/O DENTON [d] A [e] 0744 [f] CRASHED IN HOLLAND. CREW SAFE. [h] TARGET ATTACKED [j] A – [m1] N/A [n] [symbol] [o] 287 Summary of Operations:- 5 Lancasters dropped 59 x 1000lb M.C. 53 Pistol fused 1 hr delay. Crews were able clearly to identify the canal. Bombs were seen to straddle the Canal diagonally and apart from some slight overshooting the attack appeared to have been successful. No enemy fighters were seen & Ground defences were slight to moderate heavy flak accurate as to height. 9/P (F/O Anderson) & 9/V (F/O MacDonald) Landed at East Kirby. 9/B (F/O Scott) returned early being unable to catch up the main stream owing to late take off. 3 x 1000lb M.C. 53 Pistil fused 1 hr delay were jettisoned safe at 5303N 0202E 1035 hrs. 9 x 1000lb M.C. 53 Pistol 1 hr delay were brought back to base. 9/A (F/O Buckley) crashed on take off F/Engineer injured. 9/R (F/O Newton) crashed shortly after take off 6 of crew killed. 9/D (F/O REAKS) & 9/U (P/O DENTON) [deleted] missing [/deleted] [inserted] CRASHED IN HOLLAND [/inserted] No messages or signals received. Bomb load 12 x 1000lb MC 53 Pistol 1 hr delay each a/c [underlined] [a] MARK [b] NUMBER [c] LTR. [d] CAPTAIN. [e] SORTIES. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER. [a] 1. [b] PB.368 [c] A [d] F/O BUCKLEY [e] 8 [f] SGT DAWES [g] F/O SHUTLER [h] F/O NOLAN [i] F/S MOORE [j] SGT. ROUNG [k] SGT COPPERWAITE. [a] 1. [b] PA.172 [c] G [d] F/L OLDACRE [e] 1 [f] P/O [indecipherable name] [g] SGT SAUNDERS [h] F/O GRIFFIN [i] F/S GARDINER [j] SGT MACKAY [k] SGT MACALLISTER [underlined] [a] 1. [b] NG.223 [c] D [c] F/O REAKS [e] 8 [f] SGT SCOTT [g] [indecipherable name] [h] W/O BATES [i] W/O CORRIGAN [j] F/S PEACE [k] F/S BAMWORTH [/underlined] [a] 1. [b] NG.220 [c] B [d] F/O SCOTT [e] 9 [f] SGT Baker [g] F/S Haydon [h] F/S Brookbank [i] [indecipherable name] [j] SGT GRAY [k] SGT JEPSON [a] 1. [b] NG.235 [c] H [d] F/O JEFFS [e] 10 [f] SGT HIGGINS [g] F/S MOUSLEY [h] SGT FISHER [i] SGT McMILLAN [j] SGT THOMAS [k] SGT SYMONDS. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NF. 929 [c] P [d] F/O ANDERSON [e] 7 [f] SGT POCOCK [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [underlined] [a] 1. [b] NG.252 [c] R. [d] F/O NEWTON [e] 10 [f] SGT BOOTH [g] F/S GRANT [/underlined] [h] P/O FLYNN [underlined] [i] SGT KELLY [j] F/S COOPER [k] P/O STEVENS. [/underlined] [a] 1. [b] NG.384 [c] T. [d] P/O WILEY [e] 9 [f] SGT WELSH [g] SGT COOPER [h] F/S EVANS [i] F/S RODGERS [j] SGT LUCAS [k] SGT LANE [a] 1. [b] PB.696 [c] V. [d] F/O MACDONALD [e] 4 [f] F/S WILLIAMS [g] SGT SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT THOMAS [k] SGT WILLIAMS [a] 1. [b] PD.377 [c] U [d] F/O DENTON [e] 4 [f] SGT HARTSHORN [g] F/S KNEEBONE [h] F/O GOEBEL [i] F/S THOMPSON [underlined] [j] SGT POTTS [/underlined] [k] SGT PRICE. [page break] [deleted] LADBURGEN [/deleted] [underlined] GRAVENHORST. [/deleted] DATE 1/1/45 T.O.T. ORDERED 1915 ACTUAL T.O.T. 1912 – 1919 BOMB LOAD. A = 12 x 1000lb MC. fused 1 hr delay 53 Pistol B = 12 x 1000lb M.C. fused 1hr delay. 53 pistol + 1 x 500lb incend. O.C.S. RZB DETAILED 8 TOOK OFF 8 ATTACKED P. ALT LR. 7 ABORTIVE. 1 MISSING – PETROL: 1650 + 50. FORM ‘B’ 489 BRIEFED BY. F/LT SNELL INTERROGATED BY F/LT SNELL WEATHER } Clear. COMMENT } Clear. NICKELS. NIL S/C W/F 1651 others 1703. FORM ‘Y’ – [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED BC [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL NO [p] REMARKS [a] N [b] NG 257 [c] F/L MARSH [d] B [e] 1643 [f] BANFF 0001 [g] Primary [h] 1915 1/2 [i] 10,500 [j] B? [n] [symbol] [o] 293 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 1645 [f] BANNF 2333 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 288 [a] E [b] NG 937 [c] F/O STOWELL [d] B [e] 1641 [f] BANFF 2331 [g] Primary [h] 1913 [i] 9250 [j] B [m1] GD on No 12 1/4 sec. pre-bombing [n] [symbol] [o] 292 [a] L [b] LL 845 [c] F/O WILLIAMS [d] A [e] 1650 [f] BANFF 2344 [g] Primary [h] 1915 [i] 11,000 [j] 10 x 1,000lb MC. [k] 1 x 1,000lb M.C. [l] 1 x 1,000lb MC fell near Watch Office at BANNF. SAFE. [m1] G D on 7 [n] [symbol] [o] 289 [a] C [b] PA 172 [c] F/O FOLLETT [d] A [e] 1639 [f] BANFF 2348 [g] Primary [h] 1912 1/2 [i] 9,000 [j] A [m1] G D on 7 [n] [symbol] [o] 291 [a] W [b] PB 198 [c] F/O HARPER [d] A [e] 1644 [f] BANFF 2353 [g] Primary [h] 1917 1/2 [i] 10,700 [j] A [n] [symbol] [o] 294 [a] Y [b] LM 220 [c] F/O AYRTON [d] A [e] 1648 [f] BANFF 2324 [g] Primary [h] 1913 [i] 12,000 [j] A [m1] GD on 7 [n] [symbol] [o] 290 [a] S [b] NG 249 [c] F/O REES. [d] A [e] 1647 [f] BANFF 2342. [g] Primary [h] 1919 [i] 12,400 [j] A [m1] DD on 7. [n] [symbol] [o] 295 Summary of Operations: 7 Lancasters dropped 80 x 1000lb M.C fused 1. hr. delay (53. Pistol). Weather was clear over Target & the marking was described as excellent. Owing to the nature of the bomb load results of own bombing were not observed, but several sticks from other a/c were stated to have straddled the aiming point Opposition at the target was limited to slight light flak and only one enemy fighter was reported. There was considerable A.A. fire from our own troops in the Namur & Charleroi areas, which resulted in 2 a/c being holed. J (F/O Arndell) had all bombs hung up over Target. This had not been discovered until the controller had given orders to cease bombing. 12 x 1000 M.C fused 1hr delay were jettisoned at 52.09N 0725E at 1923 from 9000ft. All a/c landed B.A.N.F.F. Bombing height band 9000 to 1240 [sic] ft. [underlined] [a] MARK. [b] AIRCRAFT NMBR. [c] LETTER [d] CAPTAIN [e] NO OF SORTIES [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER [/underlined] [a] 1. [b] PA.172 [c] C. [d] F/O FOLLETT [e] 10 [f] SGT. FLANAGAN [g] P/O HOWARTH [h] F/O MITCHELL [i] SGT ROBERTS [j] SGT MCKAY [k] SGT LONG. [a] 1. [b] NG.206 [c] J. [d] F/O ARNDELL [e] 13 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] F/S HIGH [k] SGT RICHARDS [a] 1. [b] NG.937 [c] E. [d] F/O STOWELL [e] 19 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOPP [a] 1. [b] LL.845 [c] L. [d] F/O WILLIAMS [e] 14 [f] SGT. WILLIAMS [g] SGT. LOCKERBIE [h] P/O GOLD [i] SGT STENNER [j] SGT THOMPSON [k] F/S [indecipherable name]. [a] 1. [b] NG.257 [c] N. [d] F/L MARSH [e] 19 [f] F/S HARRISON [g] P/O BROWN [h] P/O CARR [i] W/O DAVIES [j] SGT MARSHALL [k] F/S RICHES. [underlined] “B” FLIGHT [/underlined] [a] 1. [b] PB.198 [c] W [d] F/O HARPER [e] 12 [f] SGT. WHITWORTH [g] F/O HOME [h] F/S WILLIAMS [i] F/S IRWIN [j] W/O LEGG [k] SGT MEAGHER [a] 1. [b] LM.220 [c] Y [d] F/O AYRTON [e] 10 [f] SGT MIDDLESTOCK [g] SGT HERKES [h] F/S BARDSLEY [i] SGT SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES. [a] 1. [b] NG.249 [c] S [d] F/O REES [e] 10 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] SGT KING [k] F/S HERKELL. [page break] [underlined] BERGEN [/underlined] (DAYLIGHT) 134. DATE 12th JANUARY ’45. T.O.T. ORDERED 1301 – 1302 ACTUAL T.O.T. 1259 1/2 – 1312 BOMB LOAD. A = TALLBOY fused 11 SECS. O.C.S. NSW. DETAILED 16 TOOK OFF 16 ATTACKED P. ALT LR. 14 ABORTIVE. 1 MISSING 1 PETROL: 1850 GALLONS. FORM ‘B’ No 497. BRIEFED BY: F/LT SNELL INTERROGATED BY F/LT SNELL, S/O. LANGLEY, S/O SEWARD. WEATHER } GOOD COMMENT } GOOD. NICKELS: NIL SET COURSE = 0853. FORM ‘Y’ No 183 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COMP [o] SERIAL No [p] REMARKS. [a] J [b] NG 206 [c] S/LDR WILLIAMS. [d] A [e] 0844 [f] 1551 [g] Primary [h] 1301 1/2 [i] 18,000 [j] A [m1] G.D. on 5. [n] [symbol] [o] 296 [a] Q [b] NN 722 [c] S/LDR. MELROSE. [d] A [e] 0835 [f] 1611 [g] Primary [h] 1305 [i] 17 000 [j] A [m1] GD on 5. [n] [symbol] [o] 306 [a] H [b] NR 235 [c] F/LT. WATKINS [d] A [e] 0833 [f] 1545 [g] Primary [h] 1302 1/2 [i] 16,000 [j] A [m1] GD on 5 [n] [symbol] [o] 302 [p] W/F [a] W [b] PD 198 [c] F/LT. HARRIS. [d] A [e] 0846 [f] CARNABY 1604. [g] Primary [h] 1301 1/2 [i] 17,600 [j] A [n][symbol] [o] 310 [a] B [b] NG 220 [c] F/LT. DUNNE. [d] A [e] 0841 [f] 1553 [g] Primary [h] 1312 [i] 16,400 [j] A [m1] Failure. [n] [symbol] [o] 298 [a] G [b] PA 172 [c] F/LT. MARSH. [d] A [e] 0845 [f] LOSSIEMOUTH 1504 [g] Primary [h] 1304 [i] 16,000 [j] A [n] [symbol] [o] 303 [p] W/F [a] V [b] PB 696 [c] F/LT. LAKE. [d] A [e] 1544 [f] Primary [g] 1302 1/2 [h] 18,000 [i] A [m1] GD on 5 [n] [symbol] [o] 309 [a] L [b] LL 845 [c] F/LT MORRISON. [d] A [e] 0849 [f] 1559 [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 304 [a] N [b] NG 257 [c] F/O. REDFERN. [d] A [e] 0845 [g] MISSING [m1] N/A [o] 299 [a] S [b] NG 249 [c] F/O HARPER [d] A [e] 0840 [f] 1549 [g] Primary [h] 1300 [i] 17,000 [j] A [m1] GD on 5. [n] [symbol] [o] 307 [p] W/F [a] P [b] NF 920 [c] F/O. LAWS. [d] A [e] 0843 [f] 1558 [g] Primary [h] 1305 1/2 [i] 17,200 [j] A [m1] GD on 5 [n] [symbol] [o] 297 [a] C [b] NG 242 [c] F/O JEFFS. [d] A [e] 0847 [f] 1554 [g] Primary [h] 1301 1/2 [i] 16,500 [j] A [m1] GD on 5 [n] [symbol] [o] 300 [p] W/F [a] Y [b] LM 220 [c] F/O KEELEY [d] A [e] 0850 [f] 1601 [g] Primary [h] 1259 1/2 [i] 15 600 [j] A [m1] GD on 5 [n] [symbol] [o] 311 [a] O [b] LM 217 [c] F/O WILEY [d] A [e] 0839 [f] 1540 [g] Primary [h] 1305 [i] 16,900 [j] A [m1] GD on 5 [n] [symbol] [o] 305 [a] X [b] ME 809 [c] F/O. BUCKLEY. [d] A [e] 0842 [f] 1556 [g] Primary [h] 1305 [i] 17,200 [j] A [m1] GD on 5. [n] [symbol] [o] 301 [a] T [b] NG 384 [c] F/O JONES [d] A [e] 0837 [f] 1547. [g] Primary [h] 1259 1/2 [i] 15,000 [j] A [m1] GD on 4. [n] [symbol] [o] 308 [p] W/F. Summary of Operation:- 13 Lancs dropped 13 Tallboys fused 11 secs. All crews except one were able to identify the vector point visually and all except one of the bombing a/c received and used the false vector wind of 145/19. Early bombing is reported to have slightly overshot but hits on the target were seen later. Detailed observation of results was not possible owing to smoke but bombing is considered to have been well concentrated and the attack likely to have been successful. Considerable S/E fighter opposition was encountered shortly after leaving the target and up to five fighters were seen attacking one Lancaster. 9/S (F/O Harper) and 9/J (S/Ldr. Williams) each claim a FW.190 damaged Ground defences were slight to moderate accurate heavy flak and moderate ineffective light flak. 9/L (F/Lt Harrison) being unable to identify the Vector point despite 4 runs owing to smoke brought the Tallboy back to Base. 9/W (F/Lt Harris) is outstanding having landed at Carnaby. 9/N (F/O. Redfern) missing no messages or signals received. [page break] [underlined] LEUNA [/underlined] [underlined] NO 9 SQUADRON BATTLE ORDER FOR 14th JANUARY, 1945. [/underlined] [a] MK. [b] NBR. [underlined] [c] LTR. [d] CAPTAIN [e] SORT [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER. [/underlined] [underlined] “A” FLIGHT [/underlined] [a] 1 [b] NG242 [c] C [d] F/O MACINTOSH [e] 23 [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWEL [i] F/S TETLOW [j] SGT WOOD [k] SGT OWEN [a] 1 [b] NG442 [c] F [d] F/O BUCKLEY [e] [missing number] [f] SGT POCOCK [g] F/O SHUTLER [h] F/O NOGAN [i] F/S MOORE [j] SGT ROUND [k] SGT COPPERWAITE [a] 1 [b] NG206 [c] J [d] F/O ARNDELL [e] 14 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS [a] 1 [b] NG235 [c] H [d] F/L OLDACRE [e] 2 [f] F/O OWEN [g] SGT SAUNDERS [h] F/O GRIFFIN [i] F/S GARDNER [j] SGT MCKAY [k] F/S BARTLETT [deleted] [a] 1 [b] LL845 [c] L [d] F/L MORRISON [e] 16 [f] SGT AITRENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] SGT STRACHAN [k] SGT HOOPER [a] 1 [b] NG220 [c] B [d] F/O WILLIAMS [e] 15 [f] SGT LEWIS [g] F/O LOCKERBIE [h] P/O SOLD [i] SGT STENNER [j] SGT THOMPSON [k] SGT RENLEY [underlined] “B” FLIGHT [/underlined] [a] 1 [b] IM217 [c] O [d] F/O WILEY [e] 11 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE. [a] 1 [b] NG.929 [c] P [d] F/O ANDERSON [e] 8 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMMER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [underlined] [a] L. [b] NN722 [c] Q [d] F/O COOK [e] 15 [f] SGT TAYLOR [g] F/S WATT [h] F/S MCKNIGHT [i] F/S MONAMARA [j] F/S MACLEAN [k] F/S KERRIGAN [/underlined] [a] 1 [b] NG384 [c] T [d] HARPER F/O [e] 14 [f] SGT WHITWORTH [g] F/O HOLME [h] F/S WILLIAMS [i] F/S IRWIN [j] SGT MCCANN [k] SGT [indecipherable name] [a] 1 [b] PB696. [c] V [d] F/O REES [e] 11 [f] SGT MAYHEW [g] SGT HAMMOND [h] SGT MACINTOSH [i] F/S MORROW [j] SGT KING [k] F/S HEMP [deleted] [a] 1 [b] ME869 [c] K [d] F/O MACDONALD [e] 5 [f] SGT HUNT ER [sic] [g] F/S SHELTON [h] F/S F/S [sic] BOWYER [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS [/deleted] [deleted] RESERVE CREW [/deleted] [inserted] [a] 1 [b] LM220 [c] Y [/inserted] [d] F/O KEELEY [e] 11 [f] SGT WOTHERSPOON [g] [missing name and rank] [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON (SGT A.G. WILLIAMS [page break] [underlined] BERGEN 9 SQDN BATTLE ORDER 12th JANUARY 1945 [/underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [underlined] “A” FLIGHT. [/underlined] [a] 1. [b] NG.206 [c] J [d] S/L. WILLIAMS [e] 25 [f] F/S PRETTEJOHNS [g] F/O HARVEY [h] F/S HORRY [i] SGT MORGAN [j] F/S HIGH [k] F/S WATT. [a] 1. [b] NF.929 [c] P [d] F/O LAWS (S) [e] 19 [f] SGT HARRISON [g] W/O. MIDDLETON [h] F/O MACDONALD [i] W/O. CHARLTON [j] F/S GLASPER [k] F/S CHARLTON. [a] 1. [b] NG.220 [c] B [d] F/L DUNNE (S) [e] 25 [f] SGT COKERBY [g] P/O THAIN [h] F/O PHILPOTT [i] SGT KNIGHT [j] F/S ROSE [k] F/S JORDAN. [underlined] [a] 1. [b] NG.257 [c] N [d] F/O REDFERN (S) [e] 39 [f] F/S WILLIAMS [g] SGT COOPER [h] F/O HULL [i] SGT ROBERTS [j] SGT BRAND [k] SGT WINCH. [/underlined] [a] 1. [b] NG.242 [c] C [d] F/O JEFFS (S) * [e] 11 [f] SGT LOAKES [g] F/S MOUSLEY [h] F/S FISHER [i] SGT McMILLAN [j] SGT. THOMAS. [k] SGT SYMONDS. [a] 1. [b] ME.809 [c] X [d] F/O BUCKLEY (S) [e] 8 [f] SGT JONES [g] F/O SHUTLER [h] F/O NOLAN [i] F/S MOORE [j] SGT ROUND [k] SGT COPPERWAITE. [a] 1. [b] NR.235 [c] H [d] F/L WATKINS * [e] 36 [f] F/S JOWETT [g] [deleted name] [inserted] S/L. RUMBLES. [/inserted] [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] SGT CUTTING. [a] 1. [b] PA.172 [c] G [d] F/L MARSH (S) * [e] 20 [f] F/S [indecipherable name] [g] [indecipherable letter]/O BROWN [h] P/O RAMWELL [i] W/O. DAVIES [j] SGT MARSHALL [k]F/S RICHES. [a] 1. [b] LL.845 [c] L [d] F/L MORRISON (S) [e] 15 [f] SGT AITKENHEAD [g] [indecipherable letter]/O GIFFITHS [h] F/S WESTROPE [i] W/O. BLACK [j] SGT STRACHAN [k] SGT HOOPER. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] LM.217 [c] O [d] F/O WILEY (S) [e] 10 [f] SGT WELSH [g] SGT VERNEY [h] F/S EVANS* [i] F/S ROGERS [j] SGT LUCAS [k] SGT LANE. [a] 1. [b] NN.722 [c] Q [d] S/L. MELROSE [e] 33 [f] SGT SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOOLEY [j] SGT HOYLE [k] F/S STALLEY. [a] 1. [b] NG.249 [c] S [d] F/O HARPER (S) * [e] 13 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] SGT McCANN [k] SGT MEAGHER. [a] 1. [b] NG.384 [c] T [d] F/O JONES (S) * [e] 23 [f] F/S BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] W/O. BIRCH [j] SGT GLOVER [k] P/O ACHESON. [a] 1. [b] PB.696 [c] V [d] F/L LAKE (S) [e] 39 [f] F/S BAIRD [g] P/O PETERSON [h] F/O PORTER [i] P/O WEBB [j] F/S STREET [k] F/S PARKES. [a] 1. [b] ID.198 [c] W [d] F/L HARRIS (S) [e] 33 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] F/O BROWNLIE [j] P/O WILLIAMS [k] F/L GABRIEL. [a] 1. [b] LM.220 [c] Y [d] F/O KEELEY(S) [e] 17 [f] SGT WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON. * WIND FINDING. RESERVE CREW: [d] F/O REES (S) [e] 11 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] SGT KING [k] F/S HEPPELL. [page break] [underlined] LEUNA [/underlined] 135 DATE 14th/15th JANUARY ’45. T.O.T. ORDERED 2100 – 2108 ACTUAL T.O.T. 2100 – 2115 BOMB LOAD. A = 1 x 4,000lb H.P. NOSE INST. 2 x 500lb MC .025 10 x 500lb G.P. .025 2 x 500lb G.P. LD 6. B = 1 x 4,000lb HC NOSE INST. 2 x 500lb M.C. .025 11 x 500 lb GP. .025. 1 x 500 lb G.P. L.D.6. O.C.S. ROX. DETAILED 13 TOOK OFF 11 ATTACKED P. ALT LR. 10 ABORTIVE. – MISSING 1 PETROL: 2154 GALLONS. FORM ‘B’ No 498 BRIEFED BY: F/LT SNELL INTERROGATED BY F/LT SNELL, S/O. LANGLEY, S/O SEWARD. WEATHER } Partially 10/10ths and clear. COMMENT } Partially 10/10ths and clear. NICKELS: NIL SET COURSE = 1625 FORM ‘Y’ No 184 [a] A/C [b] AIRCRAFT No. [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COMP [o] SERIAL No [p] REMARKS [a] L [b] LL 845 [c] F/LT MORRISON [d] B [e] CANCELLED [m1] N/A [n] – [o] – [a] H [b] NG 235 [c] F/LT OLDACRE [d] A [e] 1624 [f] MELBOURNE 0217 [g] Primary [h] 2114 [i] 14,750 [j] A [m1] G.D 5 [n] [symbol] [o] 320 [a] C [b] NG 242 [c] F/O MCINTOSH [d] A [e] 1618 [f] MELBOURNE 0209 [g] Primary [h] 2105 [i] 15,750 [j] 1 x 4,000lb HC 10 x 500 lb GP .025 1 x 500 lb GP LD [m1] GD on 4 [n] [symbol] [o] 321 [a] B [b] NG 220 [c] F/O WILLIAMS [d] A [e] 1635 [f] HOLME 0255 [g] Primary [h] 2105 [i] 14,600 [j] A [m1] Failure)No [indecipherable word] Turn-over) [n] [symbol] [o] 317 [a] Q [b] NN 722 [c] F/O COOK [d] B [e] 1621 [g] MISSING [o] 314 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 1614 [f] MELBOURNE 0220 [g] Primary [h] 2104 [i] 16,500 [j] A [m1] G D 5 [m2] 2100yds 087° [n] [symbol] [o] 319 [a] T [b] NG 384 [c] F/O HARPER [d] B [e] 1613 [f] MELBOURNE 0225 [g] Primary [h] 2104 [i] 14,250 [j] B [m1] G.D 5 [n] [symbol] [o] 315 [a] O [b] LM 217 [c] F/O WILEY [d] B [e] 1636 [f] WETHERSFIELD 0212 [g] Primary [h] 2107 [i] 14,000 [j] B [m1] G.D on 5. [m2] 1000yds 284° [n] [symbol] [o] 312 [a] V [b] PB 696 [c] F/O REES [d] B [e] 1626 [f] MELBOURNE 0159. [g] Primary [h] 2100 [i] 15,250 [j] B [m1] G D 5. [m2] 1000yds 045° [n] [symbol] [o] 316 [a] F [b] NG 442 [c] F/O BUCKLEY [d] A [e] 1641 [f] MELBOURNE 0236 [g] Primary [h] 2115 1/2 [i] 15,500 [j] A [m1] No Flash Illumination [n] [symbol] [o] 318 [a] P [b] NG 929 [c] F/O ANDERSON [d] B [e] 1620 [f] CARNABY 0240 [g] Primary [h] 2112 [i] 15,000 [j] B [m1] G D on 5. [n] [symbol] [o] 313 [a] X [b] ME 809 [c] F/O MCDONALD [d] B [e] CANCELLED [m1] N/A [n] – [o] – [a] Y [b] LM 220 [c] F/O KEELEY [d] B [e] 1633 [f] HOLME 0215 [g] Primary [h] 2102 [i] 14,500 [j] B [m1] G.D 5 [n] [symbol] [o] 322. Summary of Operations:- 7 Lancs dropped 7 (4,000lb) H.C. Nose Inst. 14 (500lb) M C fused T.D. .025 75 (500lb) G.P. fused T.D. .025. 11 (500lb) GP 37H. L.D. 6hr. Reports as to weather over the target vary but all crews were able to see the markers of which the green T.I.’s were concentrated but the Red T.I’s rather scattered. Bombs were aimed at the Greens overshooting by 14 secs on the controller’s instructions and a fair concentration of bombing resulted. Apart from a cloud of black smoke rising to about 12,000ft and one explosion detailed results of bombing were not observed. Enemy fighter activity was slight there being four sightings all in the target area. Ground defences were slight to moderate heavy and moderate light flak and about 20 ineffective S/L’s. L (F/Lt. Harrison) and ‘X’ (F/O. MacDonald) were cancelled as they were not able to take off in time. ‘O’ (F/O. Wiley) ‘P’ (F/O. Anderson) and ‘C’ (F/O McIntosh) are outstanding having landed at Weathersfield, Carnaby and Melbourne respectively. ‘Q’ (F/O. Cook) missing no messages or signals received. [page break] [underlined] BRUX [/underlined] 136 DATE 16/17th January 1945 TOT ORDERED 2230 – 2236 ACTUAL TOT 2232 – 2240 BOMB LOAD. A = 1 x 4000lb HC (inst) + 9 x 500lb GP (.025 + 2 x 500lb NC (.025) + 4 x 500 MC (,025) + 1 x 500lb GP (12 hrs) B 1 x 4000lb HC (inst) + 9 x 500lb GP (.025 + 2 x 500lb NC (.025) + 4 x 500 MC (,025) + 1 x 500lb GP (12 hrs) delay 6hrs C 1 x 4000lb HC (inst) + 10 x 500lb GP (.025 + 1 x 500lb MC (.025 + 2 x 500lb (6 hrs D 1 x 4000lb HC (inst) + 10 x 500lb GP (.025 + 1 x 500lb MC (.025 + 2 x 500lb (6 hrs delay 12 hrs E 1 x 4000lb HC (inst) + 10 x 500lb GP (.025 + 1 x 500lb MC (.025 + 2 x 500lb (6 hrs delay 72 hrs F 1 x 4000lb HC (inst) + 11 x 500lb GP ([indecipherable letters] + 1 x 500lb MC (.025) + 1 x 500lb GP (6hrs) G 1 x 4000lb HC (inst) + 11 x 500lb GP ([indecipherable letters] + 1 x 500lb MC (.025) + 1 x 500lb GP (6hrs) delay 72 hrs O.C.S. TFG DETAILED 12 TOOK OFF 12 ATTACKED P ALT LR 12 ABORTIVE – MISSING – PETROL 2154 FORM B NO 499. BRIEFED BY F/LT SNELL INTERROGATED BY F/LT SNELL, S/O LANGLEY. WEATHER } 10/10ths S.C. Vis above good. COMMENT } 10/10ths S.C Vis above good. NICKELS NIL FORM Y No 185 [a] A/C [b] A/C NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO. [n] SORTIE COMP [o] SERIAL NO [p] REMARKS [a] L [b] LL 845 [c] F/LT MORRISON [d] E [e] 1756 [f] 0319 [g] Primary [h] 2235 [i] 17000 [j] E. [m1] Cloud 5 [o] 328 [a] H [b] NG 235 [c] F/O LAWS [d] E [e] 1740 [f] 0303 [g] Primary [h] 2239 [i] 16250 [j] E. [m1] Fire & cloud 5 [o] 327 [a] C [b] NG 242 [c] F/O MCINTOSH [d] A [e] 1757 [f] 0304 [g] Primary [h] 2232 [i] 16750. [j] A. [m1] Fire & cloud [o] 323 [a] B [b] NG 220 [c] F/O JEFFS [d] B [e] 1755 [f] 0312 [g] Primary [h] 2239 [i] 16100 [j] B. [m1] Failure [o] 324 [a] F [b] NG442 [c] F/O WILLIAMS [d] D [e] 1751 [f] 0306 [g] Primary [h] 2234 [i] 17000 [j] D. [m1] Fire & cloud 5 [o] 329 [a] J [b] NG 206 [c] F/O ARNDELL [d] D [e] 1744 [f] 0310 [g] Primary [h] 2233 [i] 17900 [j] D [m1] Fire & cloud 5 [o] 326 [a] U [b] NG 419 [c] F/O HARPER [d] F [e] 1752 [f] 0324 [g] Primary [h] 2235 [i] 16500 [j] F. [m1] Fire & cloud 5 [o] 332 [a] T [b] NG 384 [c] F/O WILEY [d] G [e] 1748 [f] 0328 [g] Primary [h] 2240 [i] 17500 [j] G [m1] Failure [o] 330 [a] Y [b] LM 220 [c] F/O COSTER [d] F [e] 1749 [f] 0322 [g] Primary [h] 2235 [i] 17250 [j] F. [m1] Cloud 5 [o] 334 [a] E [b] NF 937 [c] F/O BUCKLEY [d] C [e] 1738 [f] 0331 [g] Primary [h] 2236 [i] 17000 [j] C [m1] Cloud 5 [o] 325 [a] P [b] NG 929 [c] F/O ANDERSON [d] F [e] 1753 [f] 0316 [g] Primary [h] 2236 [i] 17750 [j] F. [m1] Fire & cloud 5 [o] 331 [a] V [b] PB 696 [c] F/O MCDONALD [d] F [e] 1754 [f] 0327 [g] Primary [h] 2233 1/2 [i] 17500 [j] F. [m1] Fire & cloud 5 [o] 333 Summary of Operations:- Heights, 16100 – 17900. 12 Lancasters dropped 12 (4000lb) HC. INT. 14 (500lb) M.C .025 123 (500lb) GP .025 7 (500lb) GP LD 6hr. 5 (500lb) G.P. 12 hrs & 5 (500lb) GP LD 72 hrs. Most crews were able to see the reflection of markers on 10/10 stratus cloud the tops of which were 4/5000ft. A pall of black smoke rising to a considerable height above the cloud coincided with the cascading Green T.I’s & indicated that the marking was accurate. Several large explosions were reported between 2228 & 2236 & fires were seen reflected on cloud from 80 – 100 miles on return. The attack was considered to have been successful. Fighter activity was slight there being one sighting in the Target area & two en route homeward South of Stuttgart Ground defences were moderate heavy flak accurate for height. No S/Ls. [page break] [underlined] BRUX 16/17 JANUARY 1945. [/underlined] [underlined] NO 9 SQUADRON BATLLE ORDER FOR 16th JANUARY 1945 [/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] A/BOMBER [i] WO. AIR. [j] MID/U/GUNNER [k] R/GUNNER [/underlined] [underlined] “A” FLIGHT. [/underlined] [a] 1 [b] NG242 [c] C [d] F/O MACINTOSH + [e] 26 [f] SGT COSSER [g] F/O HAWKINS [h] P/O RAMWELL [i] F/S TETLOW [j] SGT WOOD [k] SGT OWEN [a] 1. [b] NG220 [c] B [d] F/O JEFFS + [e] 12 [f] SGT HIGGINS [g] F/S MOUSLEY [h] F/S FISHER [i] SGT MACMILLAN [j] SGT THOMAS [k] SGT SYMONDS [a] 1. [b] NF937 [c] E [d] F/O BUCKLEY [e] 10 [f] SGT POCOCK [g] F/O SHUTLER [h] F/O NOLAN [i] F/S MOORE [j] SGT ROUND [k] SGT COPPERWAITE [a] 1 [b] NG206 [c] J [d] F/O ARNDELL [e] 14 [f] SGT JONES [g] F/S CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS [a] 1. [b] NG235 [c] H [d] F/O LAWS + [e] 20 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O McDONALD [i] P/O CHARLTON [j] F/O CLASTER [k] F/S CHARLTON [a] 1 [b] LL845 [c] L [d] F/L MORRISON [e] 16 [f] SGT AITKENHEAD [g] P/O GRIFFITH S [h] F/S WESTROPE [i] W/O BLACK [j] SGT TRACHEN [k] SGT HOOPER [a] 1 [b] NG442 [c] F [d] F/O WILLIAMS [e] 15 [f] SGT LEWIS [g] F/O LOCKERBIE [h] P/O GOLD [i] SGT STENNERT [j] SGT THOMPSON [k] SGT REILLY [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG384 [c] T [d] F/O WILEY [e] 12 [f] SGT WELSH [g] SGT VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NF929 [c] P [d] F/O ANDERSON [e] 9 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1. [b] NG419 [c] U [d] F/O HARPER + [e] 15 [f] SGT WHITWORTH [g] F/O HOLME [h] F/S WILLIAMS [i] F/S IRWIN [j] SGT McCANN [k] SGT MEAGER [a] 1. [b] PB 696 [c] V [d] F/O MACDONALD [e] 5 [f] SGT HUNTER [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS [a] 1. [b] LM220 [c] Y [d] F/O COSTER [e] 7 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] SGT MORRISON [k] SGT READEY. + WIND FINDING. [page break] [deleted] IMJ [/deleted] [underlined] IJMUIDEN [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 3rd FEBRUARY, 1945. [/underlined] [underlined] “A” FLIGHT. [/underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] W/OPERATOR. [j] MID UPPER. [k] REAR GUNNER. [a] 1. [b] NF.937 [c] E [d] W/C. BAZIN. [e] 18 [f] F/O McDONNELL [g] P/O. LEWIS. [h] F/L. CAMPBELL [i] F/O COOPER. [j] F/S. CAMERON [k] P/O FITZGERALD. [a] 1. [b] NG.486 [c] A [d] S/L. WILLIAMS [e] 26 [f] F/S PRETTYJOHNS [g] F/O HARVEY [h] F/S HORRY [i] SGT MORGAN [j] F/S HIGH [K] F/S WATT. [a] 1. [b] NG.442 [c] F [d] F/L. TAYLOR (S) [e] 35 [f] SGT DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] F/S BURNS [j] P/O FREEMAN [k] P/O YOUNG. [a] 1. [b] NG.235 [c] H * [d] F/O LAWS (S) [e] 21 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON. [a] 1. [b] LL.845 [c] L [d] F/L. MORRISON (S) [e] 17 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O. BLACK [j] F/S STRACHAN [k] F/S HOOPER. [a] 1. [b] NG.220 [c] B * [d] F/O STOWELL (S) [e] 19 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOPP. [deleted] [a] 1. [b] NG.206 [c] J [d] F/O JEFFS (S) [e] 13 [f] SGT HIGGINS [g] F/S MOUSLEY [h] P/O MITCHELL [i] F/S McMILLAN [j] SGT THOMAS [k] SGT SYMONDS. [/deleted] [a] 1. [b] NG.242 [c] C * [d] F/O MACINTOSH (S) [e] 27 [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN. [a] 1. [b] NG.487 [c] D [d] F/O WILLIAMS (S) [e] 17 [f] SGT LEWIS [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S. STENNER [j] SGT THOMPSON [k] F/S REILLY. [inserted] [a] 1 [b] NG.206 [c] J [d] F/O FOLLETT (S) [e] 11 [f] SGT FLANAGAN [g] SGT HOWARTH [h] F/O MITCHELL [i] P/O GARDENER [j] SGT MCKEE [k] SGT LONG [/inserted] [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.384 [c] T [d] F/O JONES (S) [e] 24 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] W/O. BIRCH [j] F/S GLOVER [k] P/O ACHESON. [a] 1. [b] NF.929 [c] P [d] F/O CAMSELL (S) [e] 28 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/L. COOK [j] F/S HERBERT [k] P/O BOON. [a] 1. [b] NG.495 [c] R [d] F/O KEELEY (S) [e] 19 [f] SGT WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S STREET. [a] 1. [b] NG.419 [c] U * [d] F/O HARPER (S) [e] 16 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] SGT McCANN [k] SGT MEAGHER. [a] 1. [b] PB.696 [c] V [d] F/L LAKE (S) [e] 40 [f] F/S BAIRD [g] F/O [Deleted] HOWARTH [/deleted] [inserted] MOUSLEY [/inserted] [h] F/O SOWERBY [i] P/O WEBB [j] F/S MORTON [k] F/S DARKES. [a] 1. [b] ME.809 [c] X [d] F/L HARRIS (S) [e] 34 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] F/O BROWNLIE [j] P/O WILLIAMS [k] SGT BOOTH. [a] 1. [b] LM.220 [c] Y * [d] F/L TWEDDLE (S) [e] 29 [f] F/S HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON. [a] 1. [b] NG.278 [c] N [d] F/L ADAMS (S) [e] 29 [f] F/S BROWN [g] F/S LYNAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD. [a] 1. [b] LM.217 [c] O [d] F/O REES (S) [e] 12 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL. [underlined] RESERVE CREW. [/underlined] [d] F/O SCOTT (S) [e] 9 [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O. MOSSENSON [j] F/S GRAY [k] F/S JEPSON. * WIND FINDERS. [page break] [underlined] IJMUIDEN [/underlined] (DAYLIGHT) 137 DATE 3/[deleted digit] February 1945 TOT ORDERED 1600 ACTUAL TOT 1607 1/2 – 1611 ½ BOMB LOAD. A = Tallboy fused 1/2 hr delay OCS PSP DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR 17 ABORTIVE. 1 MISSING – PETROL 1300 + 50 FORM ‘B’ NO: 510 BRIEFED BY: S/L WILSON INTERROGATED BY S/L WILSON, F/LT SNELL, S/O LANGLEY WEATHER } Clear over Target with vis good COMMENT } Clear over Target with vis good NICKELS: NIL SET COURSE: W/F 1457 – Main 1503 FORM ‘Y’ NO: NIL [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO [n] SORTIE COMP [o] SERIAL NO [p] REMARKS [underlined] [a] E [b] NF 937 [c] W/CDR BAZIN [d] A [e] 1446 [f] 1724 [g] N.T.A. [h] – [i] – [/underlined] [j] – [k] – [l] A [m1] Nil [n] [symbol] [o] 335 [underlined] [a] E [b] NG 486 [c] S/L WILLIAMS [d] A [e] 1447 [f] 1719 [g] Primary [h] 1608 [i] 17000 [/underlined] [j] A [m1] GD on 4 [n] [symbol] [o] 336 [a] V [b] PB 696 [c] F/LT LAKE [d] A [e] 1426 [f] 1718 [g] Primary [h] 1610 [i] 16200 [j] A [m1] GD on 4 [n] [symbol] [o] 348 [a] F [b] NG 442 [c] F/LT TAYLOR [d] A [e] 1445 [f] 1721 [g] Primary [h] 1609 [i] 15600 [j] A [m1] GD on 4 [n] [symbol] [o] 337 [a] X [b] ME 809 [c] F/LT HARRIS [d] A [e] 1436 [f] 1720 [g] Primary [h] 1609 [i] 15400 [j] A [m1] GD on 4 [n] [symbol] [o] 349 [a] Y [b] LM 220 [c] F/LT TWEDDLE [d] A [e] 1414 [f] 1722 [g] Primary [h] 1610 [i] 15500 [j] A [m1] GD on 4 [n] [symbol] [o] 350 [p] W/F [a] N [b] NG 278 [c] F/LT ADAMS [d] A [e] 1439 [f] 1723 [g] Primary [h] 1610 1/2 [i] 16600 [j] A [m1] GD on 4 [n] [symbol] [o] 351 [a] P [b] NF 929 [c] F/LT CAMSELL [d] A [e] 1441 [f] 1733 [g] Primary [h] 1609 [i] 17200 [j] A [m1] GD on 4 [n] [symbol] [o] 345 [a] L [b] LL 845 [c] F/LT MORRISON [d] A [e] 1437 [f] 1736 [g] Primary [h] 1611 1/2 [i] 14000 [j] A [m1] GD on 4 [n] [symbol] [o] 339 [a] C [b] NG 242 [c] F/O McINTOSH [d] A [e] 1415 [f] 1730 [g] Primary [h] 1610 [i] 15000 [j] A [m1] GD on 4 [n] [symbol] [o] 342 [p] W/F [a] T [b] NG 384 [c] F/O JONES [d] A [e] 1438 [f] 1728 [g] Primary [h] 1609 1/2 [i] 14500 [j] A [m1] GD on 4 [n] [symbol] [o] 344 [a] H [b] NG 235 [c] F/O LAWS [d] A [e] 1412 [f] 1739 [g] Primary [h] 1610 1/2 [i] 14000 [j] A [m1] GD on 4 [n] [symbol] [o] 338 [p] W/F [a] B [b] NG 220 [c] F/O STOWELL [d] A [e] 1411 [f] 1734 [g] Primary [h] 1607 1/2 [i] 14400 [j] A [m1] GD on 4 [n] [symbol] [o] 340 [p] W/F [a] R [b] NG 495 [c] F/O KEELEY [d] A [e] 1440 [f] 1716 [g] Primary [h] 1608 3/4 [i] 15750 [j] A [m1] GD on 4 [n] [symbol] [o] 346 [a] D [b] NG 487 [c] F/O WILLIAMS [d] A [e] 1444 [f] 1735 [g] Primary [h] 1609 [i] 16000 [j] A [m1] GD on 4 [n] [symbol] [o] 343 [a] U [b] NG 419 [c] F/O HARPER [d] A [e] 1413 [f] 1726 [g] Primary [h] 1609 1/2 [i] 14700 [j] A [m1] GD on 4 [n] [symbol] [o] 347 [p] W/F [a] O [b] LM 217 [c] F/O REES [d] A [e] 1442 [f] 1729 [g] Primary [h] 1609 [i] 14800 [j] A [m1] GD on 4 [n] [symbol] [o] 352 [a] J [b] NG 206 [c] F/O FOLLETT [d] A [e] 1443 [f] 1725. [g] Primary [h] 1609 1/2 [i] 15300 [j] A [m1] GD on 4 [n] [symbol] [o] 341 17 Lancasters dropped 17 Tallboys fused 1/2 hr delay. Winds were passed a little late as smoke floats proved useless for wind finding at the height from which they were dropped. The result of the attack cannot be assessed owing to the fusing of the bombs, but one or two of the crews reported a few overshoots into the water of the Dock and one undershoot. There was some fairly accurate H/F from the Target Area. 4 A/C were holed, one returning with Port outer engine feathered owing to flare damage. No enemy fighters were seen. Bombing height band 14,000 – 17,200ft. ‘E’ (W/Cdr Bazin) was unable to bomb owing to bomb sight going u/s and the Tallboy was brought back to Base. No Y form is being sent. [page break] [underlined] ALTEN BEKEN [/underlined] (DAYLIGHT) 138. DATE 6th Feb 1945 TOT ORDERED 1045 ACTUAL TOT BOMB LOAD. A = “Tallboy fused 1/2 hr delay OCS MUJ DETAILED 18 TOOK OFF 18 ATTACKED P ALT LR ABORTIVE MISSING PETROL 1600 + 50 FORM B No 512 BRIEFED BY: S/L WILSON INTERROGATED BY S/L WILSON, F/LT SNELL, S/O. LANGLEY. WEATHER } COMMENT } NICKELS NIL SET COURSE 0819 FORM Y No Nil [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COM: [o] SERIAL No [p] REMARKS [a] R [b] NG 495 [c] W/CDR BAZIN [d] A [e] 0759 [f] WOODBRIDGE 1334 [l] A [n] [symbol] [o] 352 [a] A [b] NG 486 [c] S/L WILLIAMS [d] A [e] 0806 [f] WOODBRIDGE 1335 [l] A [n] [symbol] [o] 353 [a] O [b] NG 217 [c] S/LDR MELROSE [d] A [e] 0751 [f] WOODBRIDGE 1349 [l] A [n] [symbol] [o] 354 [a] V [b] PD 696 [c] F/LT LAKE [d] A [e] 0752 [f] WOODBRIDGE 1331 [l] A [n] [symbol] [o] 355 [a] F [b] NG 442 [c] F/LT TAYLOR [d] A [e] 0810 [f] WOODBRIDGE 1325 [l] A [n] [symbol] [o] 356 [a] W [b] NG 499 [c] F/LT HARRIS [d] A [e] 0802 [f] WOODBRIDGE 1324 [l] A [n] [symbol] [o] 357 [a] Y [b] LM 220 [c] F/L TWEDDLE [d] A [e] 0753 [f] WOODBRIDGE 1329 [l] A [n] [symbol] [o] 358 [p] W/F [a] U [b] NG 419 [c] F/LT ADAMS [d] A [e] 0757 [f] WOODBRIDGE 1332 [l] A [n] [symbol] [o] 359 [a] P [b] NF 929 [c] F/O SCOTT [d] A [e] 0755 [f] WOODBRIDGE 1350 [l] A [n] [symbol] [o] 360 [a] X [b] ME 899 [c] F/LT MARSH [d] A [e] 0803 [f] WOODBRIDGE 1320 [l] A [n] [symbol] [o] 361 [a] L [b] LL 845 [c] F/LT MORRISON [d] A [e] 0804 [f] WOODBRIDGE 1328 [l] A [n] [symbol] [o] 362 [a] C [b] NG 242 [c] F/O McINTOSH [d] A [e] 0801 [f] WOODBRIDGE 1328 [l] A [n] [symbol] [o] 363 [p] W/F [a] T [b] NG 384 [c] F/O JONES [d] A [e] 0745 [f] WOODBRIDGE 1330 [l] A [n] [symbol] [o] 364 [p] W/F [a] G [b] PA 172 [c] F/O LAWS [d] A [e] 0754 [f] WOODBRIDGE 1348 [l] A [n] [symbol] [o] 365 [a] B [b] NG 220 [c] F/O STOWELL [d] A [e] 0800 [f] WOODBRIDGE 1329 [l] A [n] [symbol] [o] 366 [p] W/F. [a] N [b] NG 278 [c] F/O AYRTON [d] A [e] 0756 [f] WOODBRIDGE 1323 [l] A [n] [symbol] [o] 367 [a] D [b] NG 487 [c] F/O JEFFS [d] A [e] 0805 [f] WOODBRIDGE 1336 [l] A [n] [symbol] [o] 368 [a] J [b] NG 206 [c] F/O FOLLETT [d] A [e] 0758 [f] WOODBRIDGE 1327 [l] A [n] [symbol] [o] 370 [g] No Target attacked as when within 15 miles of the Target it was seen that the whole area was covered by 10/10ths cloud tops about 6,000ft and the leader therefore ordered the force to return to Base at 1051hrs. [page break] [underlined] ALTENBEKEN [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 6th FEBRUARY, 1945 [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER. [/underlined] [a] 1. [b] NG.486 [c] A [d] S/L WILLIAMS [e] 27 [f] F/S PRETTEJOHNS [g] P/O HARVEY [h] F/S HORRY [i] SGT MORGAN [j] F/S HIGH [k] F/S WATT [a] 1. [b] ME.899 [c] X [d] F/L MARSH [e] 21 [f] F/S HARRISON [g] P/O GRAN [h] F/O CARR [i] F/L COOK [j] SGT MARSHALL [k] F/S RICHES [a] *1. [b] NG.206 [c] J [d] F/O FOLLETT [e] 12 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARNER [j] SGT McKEE [k] SGT LONG [a] 1. [b] NS.442 [c] F [d] F/L TAYLOR [e] 36 [f] SGT DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] P/O BURNS [j] P/O FREEMAN [k] P/O YOUNG [a] 1. [b] PA.172 [c] G* [d] F/O LAWS [e] 22 [f] SGT MAYHEW [g] W/O MIDDLETON [h] F/O MacDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1. [b] LL.845 [c] L [d] F/L MORRISON [e] 18 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] F/S HOOPER [a] 1. [b] NG.242 [c] C* [d] F/O MACKINTOSH [e] 28 [f] SGT COSSER [g] SGT HAWKINS [h] P/O RAMWELL [i] SGT TETLOW [j] SGT WOOLF [k] SGT OWEN [a] 1. [b] NG.220 [c] B* [d] F/O STOWELL [e] 20 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALSOPP [a] 1. [b] NG.487 [c] D [d] F/O JEFFS [e] 13 [f] F/S HIGGINS [g] F/S MOUSLEY [h] F/S FISHER [i] F/S MCMILLAN [j] SGT THOMAS [k] SGT SYMONDS [deleted] [underlined] Reserve. [/underlined] [/deleted] [b] NF.929 [c] P [d] F/O SCOTT [e] 9 [f] SGT BARKER [g] F/S HAYDON [h] F/S BROCKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [underlined] “B” FLIGHT [/underlined] [a] 1. [b] NG.495 [c] R [d] W/C BRAZIN [e] 19 [f] P/O McDONNELL [g] P/O LEWIS [h] F/L CAMPBELL [i] F/O COOPER [j] F/S CAMERON [k] F/O FITZGERALD [a] 1. [b] NG.217 [c] O [d] S/L MELROSE [e] 34 [f] SGT SELFE [g] P/O WILSON [h] P/O MORRIS [i] F/O WOOLF [j] SGT TROTHWELL [k] F/S STALLEY [a] 1. [b] PD.696 [c] V [d] F/L LAKE [e] 41 [f] SGT BAIRD [g] SGT HAMMOND [h] F/O SOWERBY [i] P/O WEBB [j] F/S STREETS [k] F/S PARKES [a] 1. [b] NG.499 [c] W [d] F/L HARRIS [e] 35 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] P/O BROWNLIE [j] P/O WILLIAMS [k] SGT LINAKER [a] 1. [b] LM.220 [c] Y* [d] F/L TWEDDLE [e] 30 [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON [a] 1. [b] NG.384 [c] T* [d] F/O JONES [e] 23 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] W/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [deleted] [a] 1. [b] NF.929 [c] P [d] F/L CAMSELL [e] 29 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S PALMER [j] F/S HERBERT [k] P/O BOON [/deleted] [a] 1. [b] NG.419 [c] U* [d] F/L ADAMS [e] 30 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [deleted] [a] 1. [b] NG.278 [c] N [d] F/O KEELEY [e] 20 [f] SGT WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] SGT [indecipherable name] [/deleted] [deleted] [underlined] Reserve. [/underlined] [/deleted] [b] NG 278 [c] N [d] F/O AYRTON [e] 11 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARTLETT [i] SGT SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES. (SGD) J.M. BAZIN. WING COMMANDER COMMANDING, [underlined] NO. 9 SQUADRON, R.A.F. [/underlined] [page break] [underlined] LADBURGEN NO. 9 SQUADRON BATTLE ORDER FOR 7th FEBRUARY, 1945. [/underlined] [underlined] “A” FLIGHT [/underlined] [underlined] [a] MK. [b] NMBR [c] LTR [d] CAPTAIN [e] SORT [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER. [/underlined] 1 [a] 1 [b] NG235 [c] H [d] F/O MACDONELL [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIES [k] SGT GREEN [underlined] “B2 FLIGHT [/deleted] [a] 1 [b] NF937 [c] E [d] F/O WATERS [e] 7 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] F/S FRENCH [j] F/S JONES [k] SGT BOOTH [a] 1 [b] NG429 [c] S [d] F/O ANDERSON [e] 10 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON (SGD) J.M. BAZIN. WING COMMANDER COMMANDING, NO. 9 SQUADRON, R.A.F. [page break] [underlined] LADBURGEN [/underlined] 139. DATE 7/8th Feb 1945 TOT ORDERED 0001 – 0003 ACTUAL TOT 0007 BOMB LOAD. A = 12 x 1000 MC fused 1/2 delay OCS KBF DETAILED 2 TOOK OFF 1 ATTACKED P ALT LR 1 ABORTIVE – MISSING – PETROL 1550 + 50 FORM B NO 513 Briefed By S/L Wilson INTERROGATED BY S/L Wilson WEATHER } 9/10ths S. Cu tops 8000ft at the Target. COMMENT } 9/10ths S. Cu tops 8000ft at the Target. NICKELS NIL SET COURSE 2116 FORM Y NO NJ [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC. [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] H [b] NG235 [c] F/O MACDONNELL [d] A [e] Cancelled (Bogged) [n] x [o] 371 [a] E [b] NF937 [c] F/O WATERS [d] A [e] 2111 [f] 0334 [g] Primary [h] 0007 [i] 11,000 [j] A – 1 x 1000 MC [k] [deleted word] [m1] Failure [n] [symbol] [o] 372 1 Lancaster dropped 11 x 1000 MC fused 1/2 hr delay. The Red T.I’s were seen through cloud, but appeared somewhat scattered. No results were observed. There was some inaccurate heavy & light flak, and a few S/Ls which were ineffective owing to the cloud. 1 x 1000 MC fused 1/2 hr delay hung up and was jettisoned safe at 5039N 0111E at 0228 from 10,000ft. Bombing height 11,000ft. No fighter activity was seen No ‘Y’ form is being sent. [page break] [underlined] POLITZ [/underlined] 140 DATE 8/9 Feb 1945 TOT ORDERED 2115 – 2123 ACTUAL TOT 2118 BOMB LOAD A = 1 x 2000 HC + 4 x 1000 MC fused 1/2 hr delay + 3 x 1000 MC (.025) + 2 x 500lb GPC AMM (.025) O.C.S LDO DETAILED 2 TOOK OFF 2 ATTACKED P. ALT LR. 1 ABORTIVE 1 MISSING PETROL 2154 FORM B NO 515 Briefed By S/L WILSON INTERROGATED BY F/L SNELL WEATHER } Clear, vis good over Target. COMMENT } Clear, vis good over Target. NICKELS – NIL SET COURSE 1717 FORM Y NO 188 [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC. [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS. [a] H [b] NG 235 [c] F/LT OLDACRE [d] A [e] 1711 [f] 0240 [g] Primary [h] 2118 [i] 10,000 [j] A [m1] Smoke & fire on 5 [n] [symbol] [o] 374 [a] E [b] [Deleted] ME [/deleted] [Inserted] NF [/inserted] 937 [c] F/O COSTER [d] A [e] 1710 [f] 2025 [g] Returned early [k] 1 x 2000lb HC 4 x 1000lb MC LD 1/2 hr 1 x 1000lb MC TD .025 [l] 2 x 1000lb MC .025 2 x 500 / [indecipherable letters] .025 [n] x [o] 375 1 Lanc dropped 1 x 2000lb HC. Nose Inst 4 x 1000lb MC LD 1/2 hr 3 x 1000lb MC TD .025 2 x 500lb GP/ANM TD .025. The markers were well concentrated and on the instructions of the Controller the Red T.I’s were bombed on a heading of 065° T with a delay of 13 seconds. Two minutes after bombing commenced a sheet of flame was seen rising to about 2000ft and as the attack proceeded the whole of the Target area became well alight. The bombing was well concentrated and the attack considered to have been successful. One fighter seen shortly after leaving Target and fighter flares seen in vicinity of Target outward and homeward. Ground defences consisted of slight H/F and 2/3 searchlights. 9/E (F/O Coster) returned early as at 2650 + 4 the a/c would not climb and difficulty was experienced in maintaining height 1 x 2000lb HC N. Inst + 4 x 1000lb MC LD 1/2 hr 1 x 1000 MC TD .025 jettisoned safe at 8504N 0252E 1754hrs 8,000ft. 2 x 1000lb MC TD .025 and 2 x 500lb GP/ANM. TD .025 brought back to base. [underlined] “A” FLIGHT [/underlined] [underlined] LANC. MK.1 NG235 “H” [/underlined] CAPTAIN F/L OLDACRE F/ENG. F/S TAYLOR NAV SGT SAUNDERS A/B P/O GRIFFIN WOP F/S GARINER M.U. SGT MACKAY R.G. F/S BARTLETT [underlined] “B” FLIGHT [/underlined] [underlined] LANC. MK.1. [deleted] ME [/deleted] [Inserted] NF [/inserted] 937 “B” [/underlined] CAPTAIN F/O COSTER F/ENG. SGT DINNING NAV F/S BLACK A/B F/S BOAG WOP F/S EAST M.U. SGT MORRISON R.G. SGT JONES. (SGD) J.M. BAZIN. [page break] DRESDEN 141 DATE 13/14th Feb 1945. TOT ORDERED 2215 – 2223 ACTUAL TOT. 2214 ½ BOMB LOAD. A = 1 x 2000lb HC + 12 x 150 x 4lb incends OCS PLV DETAILED 2 TOOK OFF 1 ATTACKED P ALT LR 1 ABORTIVE. – MISSING – PETROL = 2154 FORM B NO 519 Briefed By: S/Ldr Wilson INTERROGATED BY F/LT SNELL WEATHER Low Stratus COMMENT. NICKELS – NIL SET COURSE 1824. FORM Y NO Not Sent [a] A/C [b] AIRCRAFT NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] Plotted at Bardney [m2] PLOTTED AT B.C. [m3] Plot NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] L [b] LL845 [c] F/LT OLDACRE [d] A [e] 1820 [f] 0350 [g] Primary [h] 2214 1/2 [i] 13,300 [j] A [n] [symbol] [o] 376 [a] S [b] NG 248 [c] F/O COSTER [d] A [e] Cancelled. Rear turret U/S [n] x [o] 377 1 Lancaster dropped 1 x 2000lb HC. and 1800 x 4lb incends. The Target was covered by low stratus through which the glow of Red T.I’s could be seen and these T.I’s were bombed as planned although the A/C bombed early in the attack considerable fires were seen the glow of which was observed from 200 miles on return. No Enemy fighters were seen & Ground defences at the commencement of the attack were Nil. 9/S (F/O Coster) was cancelled rear Turret being u/s NO. 9 SQUADRON BATTLE ORDER FOR [underlined] 13th FEBRUARY, 1945. [/underlined] [underlined] LANC. MK. I LL845 “L” [/underlined] CAPTAIN: F/LT OLDACRE (S) 4. F/ENG F/S TAYLOR NAV SGT SAUNDERS A/B F/O GRIFFIN WOP F/S GARDINER MUG SGT MACKAY RG. F/S BARTLETT. [underlined] LANC. MK I NG 248 “S” [/underlined] CAPTAIN: F/O COSTER (S) 8. F/ENG SGT PINNING NAV F/S BLACK A/B F/S BOAG WOP F/S EAST MUG SGT MORRISON RG. SGT JONES. Signed J.M. Bazin. WING COMMANDER, COMMANDING [underlined] NO. 9 SQUADRON, BARDNEY. [/underlined] [page break] ALTENBEKEN. 142. DATE 14th FEBRUARY 1945 T.OT ORDERED 1045. ACTUAL T.O.T. BOMB LOAD. TALLBOY Fused L.D. 1/2 hr O.C.S. P.L.V. DETAILED: 18 TOOK OFF. 17 ATTACKED P. ALT LR. ABORTIVE. 17. MISSING 1. PETROL 1800 + 50 FORM B. No 520 BRIEFED BY: S/L. Wilson INTERROGATED BY S/L. Wilson WEATHER. 10/10 S.C. Tops about 7,000ft. COMMENT NICKELS. NONE SET COURSE 0807 FORM Y. No 190. [a] A/C [b] AIRCRAFT NUMBER. [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] A [b] NG 486 [c] S/L WILLIAMS [d] A [e] 0751 [f] 1401 [g] N.T.A [l] A [n] [symbol] [o] 377 [a] N [b] NG 278 [c] S/L. MELROSE [d] A [e] 0740 [f] 1347 [g] N.T.A [l] A [n] [symbol] [o] 378 [a] Y [b] LM 220 [c] F/L TWEDDLE [d] A [e] 0741 [f] 1406 [g] N.T.A [l] A [n] [symbol] [o] 379 [a] G [b] PA 172 [c] F/L MARSH [d] A [e] 0748 [f] 1305 [g] N.T.A [l] A [n] [symbol] [o] 381 [a] P [b] NF 929 [c] F/L CAMSELL [d] A [e] 0736 [f] 1351 [g] N.T.A [l] A [n] [symbol] [o] 382 [a] H [b] [deleted] LL 845 [/deleted] [inserted] ? [symbol] HG 235 [/inserted] [c] F/L WATKINS. [d] A [e] CANCELLED [g] N.T.A [n] x [o] 383 [a] T [b] NG 384 [c] F/L LAKE [d] A. [e] 0737 [f] 1345 [g] N.T.A [l] A [n] [symbol] [o] 384 [a] E [b] [deleted] NG 235 [/deleted] [inserted] ? [symbol] NF932 [/inserted] [c] F/L DUNNE [d] A [e] 0747 [f] MISSING [g] N.T.A [o] 385 [a] B [b] NG 220 [c] F/O STOWELL [d] A [e] 0745 [f] 1353 [g] N.T.A [l] A [n] [symbol] [o] 386 [a] W [b] NG 498 [c] F/O WILEY. [d] A [e] 0743 [f] 1404 [g] N.T.A [l] A [n] [symbol] [o] 387 [a] C [b] NG 242 [c] F/O JEFFS [d] A [e] 0810 [f] 1346 [g] N.T.A [l] A [n] [symbol] [o] 388 [a] D [b] NG 481 [c] F/O WILLIAMS [d] A [e] 0752 [f] 1405 [g] N.T.A [l] A [n] [symbol] [o] 389 [a] F [b] NG. [c] F/O FOLLETT [d] A [e] 0744 [f] 1359 [g] N.T.A [l] A [n] [symbol] [o] 390 [a] O [b] LM 219 [c] F/O REES [d] A [e] 0750 [f] 1354 [g] N.T.A [l] A [n] [symbol] [o] 391 [a] U [b] NG 419 [c] F/O KEELEY. [d] A [e] 0749 [f] 1357 [g] N.T.A [l] A [n] [symbol] [o] 392 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 0742 [f] 1400 [g] N.T.A [l] A [n] [symbol] [o] 393 [a] R [b] NG 495 [c] F/O AYRTON [d] A [e] 0746 [f] 1350 [g] N.T.A [l] A [n] [symbol] [o] 394 [a] V [b] NB 696 [c] F/L ADAMS. [d] A. [e] 0739 [f] 1349 [g] N.T.A [l] A [n] [symbol] [o] 395 [n] [symbol] [o] 380 Summary of Operation:- The operation was abortive owing to 10/10 stratus Cu cloud covering the target & stretching westwards as far as the Rhine. Tops about 7,000ft. There was intense accurate H/F in the neighbourhood at pos. ‘C’ both outward & homeward. E (F/L Dunne) was seen hit at 1132 when at about 11,000ft at 50 31N 06 48E. Both port engines were put out of action & port wing caught fire. A/C lost height & at about 2000ft turned on its back & went straight in. No parachutes seen. 8 other a/c were holed. [page break] ALTENBEKEN [underlined] NO. 9 SQUADRON BATTLE ORDER FOR 14TH FEBRUARY, 1945 [/underlined]. [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NMBR [c] LTR. [d] CAPTAIN [e] SORT [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] REAR GUNNER. [/underlined] [a] 1. [b] NG.486 [c] A [d] S/L WILLIAMS [e] 28 [f] F/S PRETTEJOHNS [g] F/O HARVEY [h] F/S HORRY [i] F/S MORGAN [j] F/S HIGH [k] F/S WATT [a] 1. [b] *PA.172 [c] G [d] F/L MARSH [e] 22 [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] W/O REDWOOD [j] SGT MARSHALL [k] F/S RICHES [a] 1. [b] NG.442 [c] F [d] F/O FOLLETT [e] 13 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT MACLEAN [k] SGT LONG [a] 1. [b] NG.206 [c] J [d] F/O ARNDELL [e] 16 [f] F/S JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] SGT RICHARDS [underlined] [a] 1. [b] *NG. 235 [c] E [d] F/L DUNNE [e] 26 [f] SGT OCKERBY [g] P/O THAIN [h] F/O PHILPOTT [i] F/S KNIGHT [j] P/O ROSE [k] F/S JORDAN [/underlined] [a] 1. [b] *LL.845 [c] H [d] F/L WATKINS [e] 37 [f] SGT JOWETT [g] F/L JONES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] F/S CUTTING [a] 1. [b] *NG.220 [c] B [d] F/O STOWELL [e] 21 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOPP [a] 1. [b] NG.242 [c] C [d] F/O JEFFS [e] 14 [f] SGT HIGGINS [g] F/S MOUSLEY [h] F/S FISHER [i] F/S McMLLAN [j] SGT THOMAS [k] SGT SYMONDS [a] 1. [b] *NG.487 [c] D [d] F/O WILLIAMS [e] 18 [f] SGT LEWIS [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] SGT THOMPSON [k] F/S REILLY [underlined] RESERVE [/underlined] [d] F/O BUCKLEY [e] 11 [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] SGT ROUND [k] SGT COPPERWAITE [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.278 [c] N [d] S/L MELROSE [e] 35 [f] SGT SELFE [g] P/O WILSON [h] F/O NORRIS [i] F/O WOOLF [j] F/S HOYLE [k] F/S STALLEY [a] 1. [b] *LM.220 [c] Y [d] F/L TWEDDLE [e] 31 [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON [a] 1. [b] NB.696 [c] V [d] F/L ADAMS [e] 31 [f] SGT BROWN [g] F/S LYNAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1. [b] LM.217 [c] O [d] F/O REES [e] 13 [f] SGT MAYHEW [g] SGT HAMMOND [h] F/S MACKINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1. [b] NF.929 [c] P [d] F/L CAMSELL [e] 29 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEEVERS [j] F/S HEBRET. [k] P/O BOON [a] 1. [b] *NG.419 [c] U [d] F/O KEELEY [e] 20 [f] SGT WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1. [b] *NG.384 [c] T [d] F/L LAKE [e] 42 [f] F/S BAIRD [g] P/O PETERSON [h] F/O SOWERBY [i] P/O WEBB [j] F/S MORTON [k] W/O MULLETT [a] 1. [b] *NG.498 [c] W [d] F/O WILEY [e] 13 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NG.495 [c] R [d] F/O AYRTON [e] 12 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES [underlined] RESERVE [/underlined] [d] F/O ANDERSON [e] 10 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON * WIND FINDING [page break] [underlined] LADBERGEN [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER 2nd. MARCH, 1945 [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NUMBER [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] WIRELESS OP. [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] NG.486 [c] “A” [d] F/O BUCKLEY [symbol] [e] 14 [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/O EVANS [k] SGT COPPERTHWAITE [a] 1 [b] PA.172 [c] “G” [d] [deleted] F/L MARSH [/deleted] F/O FOLLETT [symbol] [e] 25 [symbol] [deleted] [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] F/L COOK [j] SGT MARSHALL [k] F/S RICHES [/deleted] [symbol] [a] 1 [b] NG.235 [c] “H” [d] F/O LAWS [symbol] [e] 23 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] SGT CHARLTON [a] 1 [b] LL..845 [c] “L” [d] F/L MORRISON [symbol] [e] 20 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] NG.206 [c] “J” [d] [deleted] F/O ARNDELL [/deleted] F/LT BARWELL [e] 18 [f] [deleted] F/S JONES [/deleted] -STETT [g] [deleted] P/O CAMPBELL [/deleted] – STETT [h] [deleted] F/S PORTER [/deleted] STETT [i] [deleted] F/S MEAD [/deleted] STET [j] [deleted] F/S THOMAS [/deleted] STET [k] [deleted] F/S RICHARDS [/deleted] STET [a] 1 [b] NG.442 [c] “F” [d] [deleted] F/O FOLLETT [/deleted] F/LT TAYLOR [symbol] [e] 14 [f] [deleted] SGT FLANAGAN [/deleted] [symbol] [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDINER [j] SGT MCKEE [k] SGT LONG [symbol] [a] 1 [b] NG.220 [c] “B” [d] F/O STOWELL [symbol] [e] 22 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOP [a] 1 [b] NG.487 [c] “D” [d] F/L OLDACRE [symbol] [f] F/S TAYLOR [g] F/S SAUNDERS [h] F/O GRIFFIN [i] F/S GARDNER [j] SGT MACKAY [k] SGT WORLEY [inserted] [c] M [d] Morgan [symbol] [f] SGT POCOCK [g] P/O Reid [h] F/ST Curry [i] F/O Blunt [j] W/O Legg [k] SGT Readey [/inserted] [underlined] “B” FLIGHT [/underlined] [a] 1 [b] NG.278 [c] “N” [d] F/O WATERS [symbol] [e] 11 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] SGT BOOTH [a] 1 [b] LM.217 [c] “O” [d] F/O WILEY [symbol] [e] 16 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1 [b] NG.499 [c] “W” [d] F/O ANDERSON [symbol] [e] 13 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1 [b] NG.495 [c] “R” [d] F/O KEELEY [symbol] [e] 21 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1 [b] NG.249 [c] “S” [d] F/O COSTER [e] 10 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1 [b] NG.384 [c] “T” [d] F/O JONES [symbol] [e] 27 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDEN [i] P/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [a] 1 [b] [deleted] ME.809 [/deleted] [c] [deleted letter] U [d] F/O HARPER [symbol] [e] 19 [f] SGT WHITWORTH [g] P/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S MEAGHER [a] 1 [b] LM.22o [c] “Y” [d] F/O AYRTON [symbol] [e] 15 [f] SGT HUDDLESTONE [g] SGT HESKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S [indecipherable name] [k] F/S DAVIES [a] 1 [b] PB.696 [c] “V” [d] F/O MACDONALD [e] 7 [f] SGT MELLORS [g] SGT SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS [a] 1 [b] NF.929 [c] “P” [d] F/L CAMSELL [symbol] [e] 30 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEEVERS [j] F/S HERBERT [k] P/O BOON [inserted] [a] 1 [b] ME 809 [c] X [deleted] U [/deleted] [d] Young [symbol] [f] SGT STONE [g] F/O Barnes [h] F/O Taylor [i] Sgt Hastings [j] Sgt Slater [k] Sgt McIntyre [/inserted] [page break] ROSITZ. 143. DATE 14th/15th FEBRUARY 1945 T.O.T. ORDERED 2100 – 2106 ACTUAL T.O.T. 2105 & 2107 BOMB LOAD. 1 x 2000lb HC + 4 x 1000lb MC Fused L.D 1/2 hr delay. 53 pistol + 2 x 1000 lb MC. T.D .025 + 4 x 500lb G.P/MC TD .025 O.C.S. DETAILED 3. TOOK OFF 2. ATTACKED P. ALT LR. 2 ABORTIVE. MISSING. PETROL 2154. FORM ‘B’ NO. 521. BRIEFED BY: S/L Wilson. INTERROGATED BY. S/L Wilson WEATHER Thin layer cloud over target tops COMMENT 5,000ft NICKELS. SET COURSE. 1705. FORM ‘Y’ NO: 191. [a] A/C [b] A/C NO: [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL No [p] REMARKS [a] L. [b] LL845 [c] F/O SCOTT [d] A [e] 1657 [f] 0237 [g] Primary [h] 2105 [i] 9000 [j] A. [m1] Cloud & fires 5 [n] [symbol] [p] 394. [a] S. [b] NS 249 [c] F/O WATERS. [d] A [e] 1705 [f] 0221 [g] Primary [h] 2107 [i] 12000 [j] A [m1] Cloud 5 [n] [symbol] [p] 395. Summary of Operations:- 2 Lancasters dropped 2 x 2000 HC. 8 x 1000 M.C fused 1/2 hr delay 4 x 1000 MC. fused T.D .025 & 8 x 500 GP fused T.D .025. There was thin layer cloud tops 5,000ft over the target, but the glow of the T.I’s was clearly visible beneath. The Controller’s instructions were heard & neither crew had any difficulty in bombing the red T.I’s as ordered. Results are thought to have been successful. A big fire was seen burning at 2104 & an explosion in the T/A at 2106. A Reddish yellow glow was visible for a considerable distance after a/c left. Slight H/P accurate for height from T/A. No signs of fighter activity Bombing heights 9000 & 12,000ft. [underlined] “A” FLIGHT [/underlined] [underlined] LANC. MK. 1. LL845 “L” CAPTAIN: F/O SCOTT (S) 10 F/ENG SGT BAKER NAV F/S HAYDON A/B F/S BROOKBANK WOP W/O MOSSINSON MUG F/S GRAY RG. F/S JEPSON [underlined] LANC. MK. 1. NG235 “H” CAPTAIN: F/O BUCKLEY (S) 11 F/ENG. F/S WOOLLEY NAV. F/O SHUTLER A/B F/O NOLAN WOP W/O MOORE MUG F/S POUND RG. SGT COPPERWAITE [underlined] “B” FLIGHT [/underlined] [underlined] LANC. MK. 1 NS249. “S” [/underlined] CAPTAIN: F/O WATERS (S) 8 F/ENG SGT GREGORY NAV. F/S MILLS A/B F/S COXON WOP F/S FRENCH MUG F/S JONES RG. SGT BOOTH [page break] [underlined] BOHLEN [/underlined] 144 DATE 19th/20th Feb 1945 TOT ORDERED ACTUAL TOT BOMB LOAD A = 1 x 2000lb HC +4 x 500Gp + 2 x 1000MC (1/2 delay) + 5 x 1000MC (.025) O.C.S NYL DETAILED 8 TOOK OFF 7 ATTACKED P. ALT LR 7 ABORTIVE MISSING PETROL = 2154 FORM B NO 524 Briefed by INTERROGATED BY WEATHER } 10/10 S.C. Tops bet: 8000 & 1100ft. COMMENT } 10/10 S.C. Tops bet: 8000 & 1100ft. NICKELS = None SET COURSE 2358 FORM Y NO 192 [a] A/C [b] A/C NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK [m] PHOTOGRAPH [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO [n] SORTIE COMPLETED [o] SER NO [p] REMARKS [a] U [b] NE 419 [c] F/LT OLDACRE [symbol] [d] A [e] CANCELLED [f] R/Gunner injured [n] x [o] 417 [a] O [b] LM 217 [c] F/O BUCKLEY [symbol] [d] A [e] 2351 [f] 0801 [g] Primary [h] 0444 [i] 15500. [j] A. [m1] failure [n] [symbol] [o] 416 [a] J [b] NG 206 [c] F/O SCOTT [d] A [e] 2339 [f] 0756 [g] Primary [h] 0421 [i] 16250. [j] 1 x 2000HC 4 x 500 GP. 2 x 1000 MC. 4 x 1000MC .025 [k] 1 x 1000MC. [m1] Cloud 5 [n] [symbol] [o] 414 [a] B [b] LL 845 [c] F/O McDONNELL [symbol] [d] A [e] 2348 [f] 0750 [g] Primary [h] 0426 [i] 16700 [j] A. [m1] Cloud 5 [n] [symbol] [o] 419 [a] W [b] NG 499 [c] F/O COSTER [symbol] [d] A [e] 2340 [f] 0734 [g] Primary [h] 0420 [i] 16000 [j] A. [m1] Cloud 5 [n] [symbol] [o] 418 [a] T [b] NG 384 [c] F/O WATERS [d] A [e] 2350 [f] 0809 [g] Primary [h] 0420 [i] 10 500 [j] A. [m1] Cloud 5 [n] [symbol] [o] 415 [a] X [b] ME 809 [c] F/O MACDONALD [symbol] [d] A [e] 2341 [f] 0759 [g] Primary [h] 0447 [i] 16000. [j] 1 x 2000lb HC 1 x 500GP 2 x 1000 TD & 3 x 1000MC. [k] 3 x 500lb GP. [m1] failure [n] [symbol] [o] 421 [a] S [b] NG 249 [c] F/O ANDERSON [symbol] [d] A [e] 2349 [f] 0752 [g] Primary [h] 0422 [i] 16250 [j] 1 x 2000lb HC 3 x 500lb GP. 2 x 1000 MC 5 x 1000 MC. [l] 1 x 500. GP. [m1] Cloud 5. [n] [symbol] [o] 420 Summary of Operations:- 7 Lancasters dropped 7 x 2000 HC. 14 x 1000 M.C fused 1/2 hr delay 34 x 1000 MC. T.D .025 & 24 x 500 GP. There was 10/10ths 3.C over the target with tops estimated variously as between 8000 & 11000ft & only one crew claims to have seen the Red T.I’s which the Controller ordered to be bombed direct. The other crews bombed the glow of fires beneath cloud. The attack is thought to have been somewhat scattered though 2 explosions were [deleted] seen [/deleted] reported at 0422 1/2 and 0450 no other results were obssured. There was moderate H/F on the bombing run not considered accurate. Some fighter activity was also observed in the Target area though there were no combats. J (F/O SCOTT) had 1 x 1000 M.C. T.D .025 hang up. It was jettisoned at 5105N. 1100E 0439 10000 S (F/O Anderson) had 1 x 500 GP hang up it was brought back to base. X (F/O McDonald) had 3 x 500 GP hang up they were jettisoned at 5101N 0943E 0502 6000ft. Bombing height band 15500 to 16700 ft with one at 10,500ft. [page break] [underlined] GRAVESHORST [/underlined] [underlined] NO. 9. SQUADRON BATTLE ORDER FOR 21st FEBRUARY, 1945. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] LANC MK. I. LL.845 “L” [/underlined] Sort. CAPTAIN F/O MACDONNELL 1. F/ENG. SGT PHILLIPS NAV. F/O CHORNEY A/B F/O FRICKER WO. AIR SGT PLANT M.U.G. SGT DAVIS R/GUNNER SGT GREEN [underlined] “B” FLIGHT. [/underlined] [underlined] LANC. MK. I. NG.206 “U” [/underlined] CAPTAIN F/O YOUNG F/ENG. SGT STONE NAV. F/O BARNES A/B F/O TAYLOR WO. AIR SGT HASTINGS M.U.G. SGT SLATER R/GUNNER SGT McINTYRE [page break] [underlined] BOHLEN [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID UPPER. [k] R/GUNNER. [/underlined] [a] 1. [b] NG.206 [c] “J” [d] F/O SCOTT [e] 11. [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1. [b] [deleted] LL.845 [/deleted] NG220 [c] “B” [d] P/O MADDONNELL [e] – [f] SGT PHILLIPS [|g] P/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIS [k] SGT GREEN [a] 1. [b] LM.217 [c] “O” [d] F/O BUCKLEY [e] 11. [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] SGT COPPERWAITE [a] 1. [Deleted] [b] NE.419 [c] “U” [d] F/L OLDACRE [e] 5. [f] F/S TAYLOR [g] F/S SAUNDERS [h] F/O GRIFFIN [i] F/S GARDNER [j] SGT MACKAY [k] F/S BARTLETT [/deleted] CANCELLED. [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.499 [c] “W” [d] F/O COSTER [e] 8. [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] SGT JONES [a] 1. [b] NG.384 [c] “T” [d] F/O WATERS [e] 9. [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDMOND [j] F/S JONES [k] SGT BOOTH [a] 1. [b] NG.249 [c] “S” [d] F/O ANDERSON [e] 10. [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [missing number] [b] *ME.809 [c] “X” [d] F/O MACDONALD [e] 6. [f] SGT HUNTER [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS[missing letters] [page break] [underlined] GRAVENHORST [/underlined] 145 DATE 21/22nd Feb 1945 TOT ORDERED 2030 – 2036 ACTUAL TOT 2033 – 2041 BOMB LOAD A = 12 x 1000 MC (1/2 hr delay) O.C.S WRK DETAILED 2 TOOK OFF 2 ATTACKED P. ALT LR. 2 ABORTIVE – MISSING – PETROL: 2154 FORM B NO 526 Briefed By S/Ldr Wilson INTERROGATED BY F/Lt SNELL, S/O SEWARD. WEATHER } Clear Vis good. COMMENT } Clear Vis good. NICKELS NONE SET COURSE = 1600 + 50 FORM Y NO 193 [a] A/C [b] A/C NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO [n] SORTIE COMPLETED [o] SERIAL NO [p] REMARKS [a] L [b] LL845 [c] F/O McDONNELL [d] A [e] 1720 [f] 2336 [g] Primary [h] 2041 [i] 10,200 [j] A [m1] Failure [n] [symbol] [p] 423 [a] J [b] NG206 [c] F/O YOUNG [d] A [e] 1721 [f] 2332 [g] Primary [h] 2033 1/2 [i] 11,000 [j] A [m1] GD on 5 [n] [symbol] [p] 422. 2 Lancasters dropped 24 x 1000lb NC fused. The crews identified the target visually and considered that the markers were accurately placed and on the instructions of the controller bombed the northerly of 3 Red T.I’s direct. Results of bombing were not observed owing to delayed fusing of bombs. No enemy fighters seen, and ground defences consisted of slight heavy and light flak. [page break] ALTENBEKEN. 146. DATE 22. FEB. ‘45 T.O.T. ORDERED 1600. ACTUAL T.O.T. 1558 1/2 – 1600. BOMB LOAD. A = TALLBOY. fused 11 secs delay B = TALLBOY. fused .025 secs delay O.C.S. J.U.T. DETAILED 17 TOOK OFF 17. ATTACKED P. ALT LR. 16. 1. ABORTIVE. MISSING. PETROL = 1700 + 50. FORM B NO. BRIEFED BY: S/L. Wilson INTERROGATED BY. S/L Wilson, F/L. Snell, S/O Langley, S/O Seward. WEATHER. COMMENT. NICKELS NONE SET COURSE 1313. FORM. Y. NO 194 [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] P.H.O.T.O.G.R.A.P.HS [m1] PLOTTED BARDNEY [m2] PLOTTED BC [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL NO [p] REMARKS. [a] R [b] NG 495 [c] W/CMDR. BAZIN [symbol] [d] A [e] 1245 [f] 1841 [g] Primary [h] 1558 1/2 [i] 14000 [j] A. [n] [symbol] [o] 423 [a] A [b] NG 486 [c] S/L WILLIAMS [d] A. [e] 1246 [f] 1843 [g] Primary [h] 1559 [i] 13500 [j] A. [n] [symbol] [o] 424 [a] N [b] NG 278 [c] S/L MELROSE [symbol] [d] A [e] 1240 [f] 1849 [g] Primary [h] 1559 [i] 14200 [j] A. [n] [symbol] [o] 425 [a] V [b] PB 696 [c] F/L LAKE [symbol] [d] B [e] 1236 [f] 1831 [g] Primary [h] 1600 [i] 13000 [j] B. [n] [symbol] [o] 426 [a] G [b] PA 172 [c] F/L MARSH [symbol] [d] A [e] 1248 [f] 1851 [g] Primary [h] 1559 [i] 13400 [j] A. [n] [symbol] [o] 429 [a] H [b] NG 235 [c] F/L WATKINS [symbol] [d] B [e] 1242 [f] 1829 [g] Primary [h] 1600 [i] 13300 [j] B. [n] [symbol] [o] 427 [a] Y [b] LM 220 [c] F/L TWEDDLE [symbol] [d] B [e] 1243 [f] 1844 [g] Primary [h] 1559 3/4 [i] 12500 [j] B. [n] [symbol] [o] 428 [a] F [b] NG 442 [c] F/L TAYLOR [symbol] [d] A [e] 1237 [f] 1834 [g] Primary [h] 1559 [i] 13000 [j] A. [n] [symbol] [o] 430 [a] B [b] NG 220 [c] F/O McINTOSH [symbol] [d] A [e] 1247 [f] 1836 [g] Primary [h] 1559. [i] 13250 [j] A [n] [symbol] [o] 431 [a] J [b] NG 206 [c] F/O HARPER [symbol] [d] A [e] 1244 [f] 1828 [g] Primary [h] 1558 1/2 [i] 12250 [j] A. [n] [symbol] [o] 432 [a] D [b] NG 487 [c] F/O WILLIAMS [d] A [e] 1238 [f] 1835 [g] Primary [h] 1558 1/2 [i] 12700. [j] A. [n] [symbol] [o] 433 [a] W [b] NG 242 [c] F/O JEFFS [symbol] [d] B [e] 1239 [f] 1838 [g] Railway Tunnel ENE of Primary [h] 1603 [i] 12200. [j] B. [n] [symbol] [o] 434 [a] S [b] NG 249 [c] F/O REES [symbol] [d] B [e] 1241 [f] 1834 1/2 [g] Primary [h] 1559 [i] 13300 [j] B. [n] [symbol] [o] 435 [a] O [b] LM 217 [c] F/O WILEY [symbol] [d] A [e] 1249 [f] 1852 [g] Primary [h] 1559 [i] 12500 [j] A. [n] [symbol] [o] 436 [a] P [b] NF 929 [c] F/O AYRTON [symbol] [d] A [e] 1243 [f] 1850 [g] Primary [h] 1559 [i] 12500 [j] A. [n] [symbol] [o] 437 [a] T [b] NG 384 [c] P/O BUCKLEY [symbol] [d] A [e] 1235 [f] 1855 [g] Primary [h] 1600 [i] 13900 [j] A. [n] [symbol] [o] 438 [a] X [b] ME 809 [c] F/O ANDERSON [symbol] [d] A [e] 1247 [f] 1856 [g] Primary [h] 1559 1/2 [i] 12000 [j] A. [n] [symbol] [o] 439. Summary of Operations:- Bomb height band 12000 – 14000ft 16 Lancasters dropped 12 Tallboys fused 11. secs delay & 4 fused T.D .025 on the primary. 1 Lancaster dropped 1. Tallboy fused T.D .025 on the alternative Target. Weather was clear over Target & visibility good except for 3 loose bombs The remainder fell on or very close to the viaduct, and dust from bomb bursts. Crews are however confident that the Target was hit. ‘W’ (F/O Jeffs did not bomb the primary as it was caught in the slipstream of another a/c while on bombing run. Accordingly the railway tunnel 2 miles EN.E of the primary was bombed. There was no opposition at the target from either flak or fighters. [page break] LADBERGEN. [underlined] 24th FEBRUARY, 1945. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID UPPER [k] R/ GUNNER. [/underlined] [a] 1. [b] NG.486 [c] “A” [d] S/L WILLIAMS [e] 30 [f] F/S PRETTEJOHNS [g] F/O HARVEY [h] F/S HORRY [i] F/S MORGAN [j] F/S HIGH [k] F/S WATT [a] 1. [b] PA.172 [c] “G” [d] F/L MARSH [e] 24 [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] F/L [indecipherable name] [j] SGT MARSHALL [k] F/S RICHES [a] 1. [b] LL.845 [c] “L” [d] F/L MORRISON [e] 19 [f] SGT AITKENHEAD [g] F/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STARCHEN [k] SGT HOOPER [a] 1. [b] NG.206 [c] “J” [d] F/O ARNDELL [e] 17 [f] F/S JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] F/S THOMAS [k] SGT RICHARDS [a] 1. [b] NG.495 [c] “R” [d] F/O BUCKLEY [e] 13 [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] SGT COPPERWAITE [a] 1. [b] NG.220 [c] “B” [d] F/O MACINTOSH [e] 30 [f] F/S COSSER [g] P/O HAWKINS [h] P/O JENNINGS [i] F/S TETLOW [j] F/S WOOD [k] F/S OWEN [a] 1. [b] NG.235 [c] “H” [d] F/O JEFFS [e] 16 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S McMILLAN [j] F/S THOMAS [k] F/S SYMONDS [a] 1. [b] NG.487 [c] “D” [d] F/O WILLIAMS [e] 20 [f] SGT HUNTER [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] SGT THOMPSON [k] F/S REILLY [a] 1. [b] NG.442 [c] “F” [d] F/O SCOTT [e] 12 [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [underlined] “B” FLIGHT [/underlined] [a] 1. [b] NG.499 [c] “W” [d] F/L HARRIS [e] 36 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] F/O BROWNLEE [j] P/O WILLIAMS [k] F/S LINAKER [a] 1. [b] NG.384 [c] “T” [d] F/O JONES [e] 26 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] W/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [a] 1. [b] LM.217 [c] “O” [d] F/O WILEY [e] 15 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S RODGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] LM.220 [c] “Y” [d] F/O AYRTON [e] 14 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES [a] 1. [b] NG.219 [c] “S” [d] F/O HARPER [e] 18 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S McCANN [k] F/S MEAGHER [a] 1. [b] PB.696 [c] “V” [d] F/O REES [e] 15 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HERKELL [a] 1. [b] NF.929 [c] “P” [d] F/O ANDERSON [e] 12 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1. [b] NG.278 [c] “N” [d] F/O WATERS [e] 10 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] SGT BOOTH [a] 1. [b] ME.809 [c] “X” [d] F/O COSTER [e] 9 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [page break] [underlined] ALTENBEKEN. [/underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID-UPPER [k] R/GUNNER. [a] 1. [b] NG.486 [c] “A” [d] F/L WILLIAMS [e] 29. [f] F/S PRETTEJOHNS [g] F/O HARVEY [h] F/S HORRY [i] F/S MORGAN [j] F/S HIGH [k] F/S WATT [a] 1. [b] NG.384 [c] “[deleted] T [/deleted] G [d] F/L MARSH [e] 23. [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] W/O REDWOOD [j] SGT MARSHALL [k] F/S RICHES [deleted] [a] 1. [b] NG.206 [c] “J” [d] F/O ARNDELL [e] 17 [f] F/S JONES [g] P/O CAMPBELL [h] P/O PORTER [i] F/O MEADS [j] SGT BROWN [k] SGT MORLEY [/deleted] [a] 1. [b] LL.845 [c] [deleted letter] T [d] F/O BUCKLEY [e] 12. [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] SGT COPPERWAITE [a] 1. [b] * NG.235 [c] “H” [d] F/L WATKINS [e] 37. [f] SGT JOWETT [g] F/L JONES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] F/S CUTTING [a] 1. [b] [deleted] * [/deleted] NG.220 [c] “B” [d] F/O MACINTOSH [e] 29. [f] F/S COSSER [g] P/O HAWKINS [h] F/O JENNINGS [i] F/S TETLOW [j] F/S WOOD [k] F/S OWEN [a] 1. [b] NG.442 [c] “F” [d] F/L TAYLOR [e] 37. [f] F/S DOHERTY [g] P/O CUNNINGHAM [h] F/O HOLMES [i] P/O BURNS [j] P/O FREEMAN [k] SGT BOOTH [a] 1. [b] * NG.242 [c] “W” [d] F/O JEFFS [e] 15. [f] SGT HIGGINS [g] F/S MOUSLEY [h] F/S FISHER [i] F/S McMILLAN [j] SGT THOMAS [k] SGT SYMONDS [a] 1. [b] NG.487 [c] “D” [d] F/O WILLIAMS [e] 19. [f] SGT HUNTER [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] SGT THOMPSON [k] F/S REILLY [a] 1 [b] RESERVE CREW:- [d] F/O SCOTT [e] 12. [f] SGT BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.495 [c] “R” [d] W/C BAZIN [e] 20. [f] P/O MACDONALD [g] P/O LEWIS [h] F/L CAMPBELL [i] P/O COOPER [j] F/S CAMERON [k] P/O FITZGERALD [a] 1. [b] NG.278 [c] “N” [d] S/L MELROSE [e] 36. [f] P/O SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOLFE [j] F/S HOYLE [k] F/S STALLEY [a] 1. [b] LM.217 [c] “O” [d] F/O WILEY [e] 14. [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NF.929 [c] “P” [d] F/O AYRTON [e] 13. [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] SGT DAVIES [a] 1. [b] * NG.249 [c] “S” [d] F/O REES [e] 14. [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1. [b] NG206 [deleted] NG.419 [/deleted] [c] “[deleted] U [/deleted] J [d] F/O HARPER [e] 17. [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S McCANN [k] F/S MEAGHER [a] 1. [b] * IB.696 [c] “V” [d] F/L LAKE [e] 43. [f] F/S BAIRD [g] F/O PETERSON [h] F/S SOWERBY [i] P/O WEBB [j] F/S MORTON [k] W/O MULLETT [a] 1. [b] ME.809 [deleted] [c] “X” [d] F/L ADAMS [e] 32. [f] F/S BROWN [g] F/S LYNAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [/deleted] [a] 1. [b] * LM.220 [c] “Y” [d] F/L TWEDDLE [e] 32. [f] SGT HEATH [g] P/O SHIELDS [h] P/O SINGER [i] F/S [indecipherable name] [j] F/S [indecipherable name] [k] F/S MALLINSON [deleted] RESERVE CREW [/deleted] [c] X [d] F/O ANDERSON [e] 11. [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON Reserve Crew F/O Coster & crew * WIND FINDING. [page break] LADBERGEN. 147 DATE 24 FEB. 1945 T.O.T. ORDERED 1630. ACTUAL T.O.T. – BOMB LOAD. A = 1. Tallboy fused 1/2 hr. delay O.C.S. P.T.Q DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR. ABORTIVE. 18. MISSING. PETROL = 1600 gals. FORM. B NO. Briefed By S/Ldr Wilson Interrogated by S/Ldr Wilson, F/L Snell, S/O Langley, S/O Seward. Weather 10/10th Cloud Comment NICKELS. NONE NONE SET COURSE. 1455 FORM. Y No 195. [a] A/C [b] A/C NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET ATTACKED [h] TIME. [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS. [m1] PLOTTED AT BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL NO. [p] REMARKS [a] A [b] NG 486 [c] S/L WILLIAMS [symbol] [d] A [e] 1401 [f] 1847 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 450 [a] G [b] PA 172 [c] F/L MARSH [symbol] [d] A [e] 1409 [f] 1839 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 451 [a] W [b] NG 499 [c] F/L HARRIS [symbol] [d] A [e] 1402 [f] 1834 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 453 [a] B. [b] NG 220 [c] F/O MACINTOSH [symbol] [d] A [e] 1415 [f] 1836 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 456 [a] L [b] LL 845 [c] F/L MORRISON [symbol] [d] A [e] 1414 [f] 1836 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 452 [a] J. [b] NG 206 [c] F/O ARNDELL [symbol] [d] A [e] 1405 [f] 1846 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 454 [a] F [b] NG 442 [c] F/O SCOTT [symbol] [d] A [e] 1403 [f] 1848 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 456 [a] H [b] NG 235 [c] F/O JEFFS. [symbol] [d] A [e] 1415 [f] 1829 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 459 [a] V [b] PB 696 [c] F/O REES. [symbol] [d] A [e] 1411 [f] 1844 [g] N.T.A [l] Tallboy [n] [symbol] [o] 463 [a] S [b] NG 249 [c] F/O HARPER [symbol] [d] A [e] 1407 [f] 1828 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 464 [a] O [b] LM 217 [c] F/O WILEY [symbol] [d] A [e] 1410 [f] 1918 [g] N.T.A [k] 1 Tallboy fused 1/2 hr delay. [n] [symbol] [o] 467 [a] X [b] ME 809 [c] F/O COSTER [symbol] [d] A [e] 1400 [f] 1903 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 461 [a] T [b] NG 384 [c] F/O JONES [symbol] [d] A [e] 1404 [f] 1833 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 460 [a] D [b] NG 481 [c] F/O WILLIAMS [symbol] [d] A [e] 1413. [f] 1845 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 458 [a] R [b] NG 495 [c] F/O BUCKLEY [symbol] [d] A [e] 1359 [f] 1842 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 455 [a] Y [b] LM 220 [c] F/O AYRTON [symbol] [d] A [e] 1406 [f] 1838 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 462 [a] N [b] NG 278 [c] F/O WATERS [symbol] [d] A [e] 1408 [f] 1832 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 465 [a] P. [b] NF 929 [c] F/O ANDERSON [symbol] [d] A [e] 1412 [f] 1850 [g] N.T.A [l] 1 Tallboy [n] [symbol] [o] 466. Summary of Operations:- There was 10/10ths cloud from 30 miles short of the Target & completely covering it, and crews were ordered to abandon mission at 1628. All a/c brought back their bombs except ‘O’ (F/O Wiley) which feathered port outer engine at 1820 & jettisoned Tallboy fused 1/2 hr delay at 53 35N 0050E 1842 3,500ft. No enemy fighters seen. Some moderate H/F in Target area. Accurate for height [page break] [underlined] LADBERGEN [/underlined] 148. DATE 3rd March 1945 TOT ORDERED 2200 – 2202 ACTUAL TOT 2200 1/2 – 2204 one at 2206 BOMB LOAD A. TALLBOY (1/2 hr delay) O.CS WFK DETAILED 20 TOOK OFF 20 ATTACKED P. ALT LR. 18. ABORTIVE 2. MISSING PETROL: 1600 + 50 GALS FORM ‘B’ NO: Briefed by S/L. WIlson INTERROGATED BY S/L. Wilson, S/O Langley, S/O Seward. WEATHER } Thin layer of stratus tops 5000ft. COMMENT } Thin layer of stratus tops 5000ft. NICKELS - NONE SET COURSE W/F – 1854 Remainder 1907 FORM ‘Y’ NO 196 [a] A/C [b] A/C NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO [n] SORTIE COMPLETED [o] SERIAL No [p] REMARKS [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1832 [f] 0008 [g] Primary [h] 2206 [i] 9000 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 484 [a] L [b] LL 845 [c] F/LT MORRISON [symbol] [d] A [e] 1839 [f] 0019 [g] Primary [h] 2202 [i] 9000 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 474. [a] F [b] NG 442 [c] F/L TAYLOR [symbol] [d] A [e] 1837 [f] 2357 [g] Primary [h] 2200 1/2 [i] 9800 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 487 [a] D [b] NG 487 [c] F/LT OLDACRE [symbol] [d] A [e] 1833 [f] 0024 [g] Primary [h] 2201. [i] 10 000 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 469 [a] T [b] NG 384 [c] F/O JONES [symbol] [d] A [e] 1830 [f] 0023 [g] Primary [h] 2200 1/2 [i] 9850 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 481 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] A [e] 1831 [f] 2359 [g] Primary [h] 2202 [i] 8000 [j] A [m1] cloud only 5 [n] [symbol] [o] 473 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A [e] 1827 [f] 0041 [g] Primary [h] 2201 [i] 8,200 [j] A [m1] T.I’s cloud 5 [n] [symbol] [o] 472. [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] A [e] 1836 [f] 0005 [g] N.T.A. [j] [deleted] A [/deleted] [l] A. [m1] – [n] [symbol] [o] 480 [a] U [b] NG 252 [c] F/O HARPER [symbol] [d] A [e] 1828 [f] 0039 [g] Primary [h] 2203 [i] 9000 [j] A [m1] Cloud only 5 [n] [symbol] [o] 481 [a] J [b] NG 206 [c] F/O ARNDELL [symbol] [d] A [e] 1843 [f] 0004 [g] Primary [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 478 [a] O [b] LM 217 [c] F/O WILEY [symbol] [d] A [e] 1845 [f] 0011 [g] Primary [h] 2203 1/2 [i] 9,500 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 47[indecipherable number] [a] Y [b] LM 220 [c] F/O AYRTON [symbol] [d] A [e] 1844 [f] 2358 [g] Primary [h] 2201 1/2 [i] 8,700 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 483 [a] G [b] PA 172 [c] F/O FOLLETT [symbol] [d] A [e] 1834 [f] 0016 [g] Primary [h] 2207 [i] 8000 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 471. [a] W [b] NG 499 [c] F/O ANDERSON [symbol] [d] A [e] 1838 [f] 0010 [g] Primary [h] 2202 3/4 [i] 8700 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 479 [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] A [e] 1841 [f] 0002 [g] Primary [h] 2202 [i] 8 700 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 476 [a] N [b] NG 278 [c] F/O WATERS [symbol] [d] A [e] 1846 [f] 0013 [g] Primary [h] 2201 [i] 9,200 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 477 [a] S [b] NG 249 [c] F/O COSTER [symbol] [d] A [e] 1842 [f] 0022 [g] N.T.A. [j] [deleted letter] [l] A. [m1] – [n] [symbol] [o] 486 [a] V [b] PB 696 [c] F/O MCDONALD [symbol] [d] A [e] 1840 [f] 0018 [g] Primary [h] 2200hrs [i] 9500 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 485 [a] M [b] HK 791 [c] F/O MORGAN [symbol] [d] A [e] 1835 [f] 0035 [g] Primary [h] 2204 [i] 9000 [j] A [m1] T.I’s & cloud 5 [n] [symbol] [o] 468 [a] X [b] ME 809 [c] F/O YOUNG [symbol] [d] A [e] 1847 [f] 0001 [g] Primary [h] 2200 3/4 [i] 9000 [j] A [m1] T.I’s & cloud 5 [o] 470 Summary of Operations:- 18 Lancasters dropped 18 Tallboys fused 1/2 hr delay. The wind Finders were unable to carry out their task as the TI’s dropped only burnt for about 40 secs before becoming invisible. There was a thin layer of stratus over the target, with tops about 5000ft, but the T.I’s were visible through it. On the Controllers instructions 8 crews bombed the north westerley [sic] group of red T.I’s, 2 of them bombed with a 3. secs overshoot & one with a 3 secs undershoot the remainder bombed direct as the Controller’s instructions to overshoot came too late. Results were unobserved but the attack is thought to have been successful provided the marking was accurate. S (F/O Coster) & R (F/O Keeley) didn’t bomb as they were unable to get a clear view of the T.I’s. Both brought their bombs back. There was moderate heavy flak & slight light flak in the Target area H/F being accurate at about 10,000ft & four a/c were holed. There were a number of sightings of E/A in the target area. [page break] [underlined] SASSNITZ [/underlined] [underlined] BATTLE ORDER FOR “B” FLIGHT. 6th March, 1945. [/underlined] [underlined] “A” FLIGHT [/underlined] [underlined] [a] MK. [b] NUMBER [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER [/underlined] [a] 1 [b] PA.172 [c] “G” [d] F/L OLDACRE [e] 6 [f] F/S TAYLOR [g] F/S SAUNDERS [h] F/O GRIFFIN [i] F/S GARDINER [j] F/O EVANS [k] F/S SALMON [a] 1 [b] LL.845 [c] “L” [d] F/L MORRISON [e] 21 [f] SGT AITKENHEAD [g] F/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHEN [k] SGT HOOPER [a] 1 [b] NE206 [c] “J” [d] F/O ARNDELL [e] 19 [f] F/S JONES [g] P/O CAMPBELL [h] P/O PORTER [i] F/S MEADS [j] F/S THOMAS [k] F/S RICHARDS [a] 1 [b] NG486 [c] “A” [d] F/O BUCKLEY [e] 15 [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] SGT COPPERWAITE [a] 1 [b] HK791 [c] “M” [d] F/O MORGAN [e] 1 [f] SGT POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEGG [k] W/O MARTIN [a] 1 [b] NG487 [c] “D” [d] F/O WILLIAMS [e] 21 [f] [deleted] F/O Jones [/deleted] P/O MACDONALD [g] P/O LOCKERBIE [h] F/O GOLD [i] F/S STENNER [j] F/S BLAIN [k] SGT REILLY [a] 1 [b] NG442 [c] “F” [d] F/O FOLLETT [e] 15 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDINER [j] SGT MCKEE [k] SGT LONG. [a] 1 [b] NG220 [c] “B” [d] F/O STOWELL [e] 23 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] SGT ALLSOP. [a] 1 [b] NG235 [c] “H” [d] F/O LAWS [e] 24 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] [indecipherable number] [b] LM217 [c] “O” [d] F/O MACINTOSH [e] 31 [f] SGT COSSER [g] P/O HAWKINS [h] F/S EVANS [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN [underlined] “B” FLIGHT [/underlined] [a] 1 [b] NF929 [c] “P” [d] F/L CAMSELL [e] 31 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEEVERS [j] F/S HERBERT [k] P/O BOON [a] 1 [b] NG278 [c] “N” [d] F/O WATERS [e] 12 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1 [b] NG 495 [c] “R” [d] F/O KEELEY [e] 22 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1 [b] NG249 [c] “S” [d] F/O COSTER [e] 11 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1 [b] NG384 [c] “T” [d] F/O ANDERSON [e] 14 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFORD [j] SGT ASHWORTH [k] SGT HARRISON [a] 1 [b] NG419 [c] “U” [d] F/O HARPER [e] 20 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S MEAGHER [a] 1 [b] ME809 [c] “X” [d] F/O MACDONALD [e] 8 [f] SGT WELSH [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS [a] 1 [b] PB696 [c] “V” [d] F/L ADAMS [e] 32 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1 [b] LM220 [c] “Y” [d] F/O YOUNG [e] 2 [f] F/S STONE [g] P/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT MACINTYRE [a] 1 [b] NG499 [c] “W” [d] F/L HARRIS [e] 37 [f] SGT MELLORS [g] F/S YOUNG [h] F/O JONES [i] F/O WOLF [j] P/O WILLIAMS [k] SGT LINAKER [page break] [underlined] LUTZKENDORF [/underlined] [underlined] “A” FLIGHT. NO. 9 SQUADRON BATTLE ORDER. 8th March, 1945. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER [/underlined] [a] 1 [b] NG442 [c] “F” [d] F/L LANGDON [e] 3 [f] F/O OWEN [g] F/O LEWIS [h] F/O DEAR [i] F/O COOPER [j] W/O MULLETT [k] F/O FITZGERALD [a] 1 [b] NG 220 [c] “B” [d] F/O BARROWMAN [e] – [f] SGT WHITSON [g] F/S ROE [h] F/S RIPPON [i] F/S PROVIS [j] F/S MILLS [k] F/S HARVEY [a] 1 [b] DV393 [c] “K” [d] F/O MACDONNELL [e] 8 [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIES [k] F/S THOMAS [underlined] [a] 1 [b] NG235 [c] “H” [d] F/O WOLSTENCROFT [e] – [f] F/S LEWIS [g] F/S BAILEY [h] F/O WARREN [i] F/S ROBINSON [j] SGT GREENWOOD [k] SGT WILLIAMS [/underlined] [a] 1. [b] NG487 [c] “D” [d] F/O WILLIAMS [e] 27 [f] F/O WOODLAND [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] F/S ROTHWELL [k] F/S REILLY [a] 1 [b] NG206 [c] “J” [d] +F/O ARNDELL [e] 26 [f] P/O JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] F/S BROWN [k] F/S RICHARDS [a] 1 [b] HK791 [c] “M” [d] F/L MORGAN [e] 7 [f] SGT POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEGG [k] SGT WORLEY [a] 1 [b] NG486 [c] “A” [d] +F/O BUCKLEY [e] 22 [f] F/S WOOLEY [g] F/O SHUTLER [h] F/O NOLAN [i] P/O MOORE [j] F/S ROUND [k] F/S COPPERWAITE [a] 1 [b] LL845 [c] “L” [d] F/L MORRISON [e] 27 [f] F/S AITKENHEAD [g] P/O HAWKINS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] F/S HOOPER RESERVE [d] F/O LAWS [e] 32 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MCDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON + WIND FINDING. [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] LM217 [c] “O” [d] F/O WILEY [e] 24 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE. [a] 1 [b] NG495 [c] “R” [d] F/O GRAVES [e] 3 [f] SGT BARBER [g] SGT JOHNSTON [h] W/O CIPHERY [i] W/O WALDON [j] SGT BATTLE [k] SGT BERRY [a] 1 [b] NG249 [c] “S” [d] F/O COSTER [e] 17 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES. [a] 1 [b] NG384 [c] “T” [d] F/O YOUNG [e] 7 [f] SGT STONE [g] F/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT MACINTYRE [a] 1 [b] NG419 [c] “U” [d] + F/O HARPER [e] 28 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S MORETON [a] 1 [b] PB696 [c] “V” [d] + F/O REES [e] 22 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1 [b] NG499 [c] “W” [d] F/O IRWIN [e] 3 [f] F/S PASK [g] F/S GEORGE [h] F/S GRAVES [i] SGT BRAVINER [j] SGT CURRIE [k] SGT DAVIES [a] 1 [b] HK803 [c] “Q” [d] + F/O ANDERSON [e] 18 [f] F/S LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1 [b] ME555 [c] “Z” [d] F/O AYRTON [e] 23 [f] SGT HUDDLESTONE [g] F/S HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES. [page break] SASSNITZ. 149. DATE 6/7 MARCH 1945 T.O.T. ORDERED 2300 – 2312 ACTUAL T.O.T. 2300 – 2315 BOMB LOAD. A = TALLBOY. (fused .07 secs) O.C.S. KZU. DETAILED 20 TOOK OFF 20. ATTACKED P. ALT LR 17 2 ABORTIVE. 1 MISSING. PETROL: 2154 FORM B NO. Briefed by S/L Wilson. Interrogated S/L Wilson, F/Lt Snell, S/O LAWLEY. Weather } 6/10 – 8/10 S C Tops 6-7,000ft Comment } 6/10 – 8/10 S C Tops 6-7,000ft Nickels none Set Course 1835 FORM. Y. NO 197 [a] A/C [b] NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET [h] HEIGHT [i] TIME [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL No. [p] REMARKS. [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1815 [f] 0329 [g] Primary [h] 10,000 [i] 2303 [j] A [m1] Failure [n] [symbol] [o] 493 [a] L [b] LL 845 [c] F/LT MORRISON [symbol] [d] A [e] 1827 [f] 0411 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 490 [a] W [b] NG 499 [c] F/LT HARRIS [symbol] [d] A [e] 1820 [f] 0337 [g] Primary [h] 10,200 [i] 2305 [j] A. [m1] Cloud & TI’s 5 [n] [symbol] [o] 505 [a] G [b] PA 172 [c] F/LT OLDACRE [symbol] [d] A [e] 1814 [f] 0344 [g] Primary [h] 10,000 [i] 2310 [j] A [m1] Sea & cloud 5 [n] [symbol] [o] 488 [a] V [b] PB 696 [c] F/LT ADAMS. [symbol] [d] A [e] 1824 [f] 0359 [g] Primary [h] 10,000 [i] 2306 [j] A [m1] GD on 5 [n] [symbol] [o] 492 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] A [e] 1812 [f] 0357 [g] Primary [h] 10,400 [i] 2315 [j] A [m1] Cloud & TI’s on 5 [n] [symbol] [o] 498 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A. [e] 1809 [f] 0358 [g] Primary [h] 10,400 [i] 2312 1/2 [j] A [m1] GD on 7 [n] [symbol] [o] 497 [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] A [e] 1825 [f] 0339 [g] Primary [h] 10,000 [i] 2311 [j] A [m1] failure [n] [symbol] [o] 500 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 1810 [f] 0347 [g] Alternative [h] 10,300 [i] 2303 1/2 [j] A [m1] Cloud & TI’s on 5 [n] [symbol] [o] 501 [a] J [b] NE 206 [c] F/O ARNDELL [symbol] [d] A [e] 1821 [f] 0400 [g] Primary [h] 10,900 [i] 2300 [j] A [m1] GD on 5 [n] [symbol] [o] 495 [a] O [b] LM 217 [c] F/O MACINTOSH [symbol] [d] A [e] 1826 [f] 0355 [g] Primary [h] 10,000 [i] 2302 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 502 [a] Y [b] LM 220 [c] F/O YOUNG [symbol] [d] A [e] 1818 [f] 0353 [g] Primary [h] 11,500 [i] 2309 [j] A [m1] GD on 5 [n] [symbol] [o] 507 [a] F [b] NG 442 [c] F/O FOLLETT [symbol] [d] A [e] 1823 [f] 0335 [g] Primary [h] 11,000 [i] 2302 [j] A [m1] GD on 5 [n] [symbol] [o] 491 [a] T [b] NG 384 [c] F/O ANDERSON [symbol] [d] A [e] 1822 [f] 0346 [g] Primary [h] 10,500 [i] 2315 [j] A [m1] Cloud + T.I’s 5 [n] [symbol] [o] 499 [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] A [e] 1813 [f] 0405 [g] Primary [h] 10,700 [i] 2306 1/2 [j] A [m1] GD on 5 [n] [symbol] [o] 496 [a] N [b] NG 278 [c] F/O WATERS [symbol] [d] A [e] 1819 [f] 0341 [g] Primary [h] 10,800 [i] 2301 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 503 [a] S [b] NG 249 [c] F/O COSTER [symbol] [d] A [e] 1808 [f] 0350 [g] Alternative [h] 10,500 [i] 2312 [j] A [m1] GD on 6 [n] [symbol] [o] 494 [a] X [b] ME 809 [c] F/O MACDONALD [symbol] [d] A [e] 1816 [f] 0323 [g] Primary [h] 12,000 [i] 2305 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 489 [a] M [b] HK 791 [c] F/O MORGAN [symbol] [d] A [e] 1817 [f] 0406 [g] Primary [h] 10,800 [i] 2308 [j] A [m1] GD on 5 [n] [symbol] [o] 506 [a] D [b] NG 487 [c] F/O WILLIAMS. [symbol] [d] A. [e] 1811 [f] 0412 [g] Primary [h] 12,300 [i] 2302 [j] A [m1] Cloud & TI’s 5 [o] 504 Summary of Operations:- Bombing height band 10,000 to 11,000 with one at 12,300 and one at 12000. [Deleted] 12 [/deleted] 19 Lancasters dropped 19 Tallboys fused .07 secs A number of crews had difficulty in making bombing runs owing to ships being obscured by cloud, and had accordingly to make more than one run. Results were difficult to assess for the same reason. 10 crews bombed a large liner about a mile from the Harbour, near misses being claimed. Two bombed a destroyer which was under way, and claim a hit or near miss, as the vessel was left enveloped in smoke. A flak ship, or M/V of about 10,000 tons and a smaller ship were also attacked. ‘S’ (F/O Coster) & ‘U’ (F/O Harper) could not identify any shipping and attacked the port area with unobserved results W (F/L Morrison) did not attack, a number of runs were made on a M/V but each time cloud intervened and at 2312 the attempt was abandoned. Tallboy brought back to base. There was moderate inaccurate L/F & a few bursts of H/F in the Target Area, and slight indications of fighter activity towards the end of the attack. [page break] [underlined] HARBURG. [/underlined] 150 DATE 7/8 March 1945 TOT ORDERED 2200 – 2210 ACTUAL T.OT. 2157 1/2 – 2215 BOMB LOAD. A = 1 x 2000HC 7 x 1000MC 4 x 500 GP. B = 1 x 2000HC 7 x 1000MC 3 x 500 GP. C = 1 x 2000HC 2 x 1000MC 5 x 1000MC (1hr delay) 4 x 500GP. D = 1 x 2000HC 6 x 1000MC (6hr LD) 4 x 500GP. E = 1 x 2000HC 7 x 1000MC(LD 12hr) 3 x 500GP. (LD 12 hr) OCS DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR. 16 1 ABORTIVE 1 MISSING PETROL 1900 + 50. FORM B NO: Briefed by S/L Wilson INTERROGATED by F/LT SNELL, S/O. LANGLEY. Weather 5/10 – 7/10 thin SC vis good COMMENT NICKELS NONE SET COURSE W/F 1822. M/F 1830. FORM Y NO 198 [a] A/C [b] NO [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET [h] HEIGHT. [i] TIME [j] BOMBS DROPPED. [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL No [p] REMARKS [a] L [b] LL845 [c] F/LT MORRISON [symbol] [d] A [e] 1821 [f] 0101 [g] Primary [h] 13,200 [i] 2205 [j] A [m1] GD 5 [n] [symbol] [o] 509 [a] F [b] NG 442 [c] F/O MACINTOSH [symbol] [d] D [e] 1811 [f] 0037 [g] Primary [h] 14,000 [i] 2157 [j] D [m1] Cloud & TI’s on 5 [n] [symbol] [o] 517 [a] G [b] PA 172 [c] F/LT OLDACRE [symbol] [d] A [e] 1819 [f] 0049 [g] Primary [h] 13,000 [i] 2159 [j] A [m1] GD on 5 [n] [symbol] [o] 508 [a] V [b] PB 696 [c] F/LT ADAMS [symbol] [d] A [e] 1822 [f] 0058 [g] N.T.A. [h] – [i] – [l] A [m1] N/A [n] [symbol] [o] 523 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] E [e] 1840 [f] 0043 [g] Primary [h] 13,400 [i] 2205 [j] E [m1] Cloud & TI’s 5 [n] [symbol] [o] 516 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A [e] 1812 [f] 0104 [g] Primary [h] 13,600 [i] 2215 [j] A [m1] GD on 5 [n] [symbol] [o] 515 [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] B [e] 1810 [f] 0036 [g] Primary [h] 13,000 [i] 2159 [j] B [m1] GD on 5 [n] [symbol] [o] 520 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 1809 [f] 0045 [g] Primary [h] 13,500 [i] 2157 1/2 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 521 [a] J [b] NE 206 [c] F/O ARNDELL [symbol] [d] A. [e] 1842 [f] 0052 [g] Primary [h] 14,000 [i] 2201 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 510 [a] O [b] LM 217 [c] F/O FOLLETT [symbol] [d] A [e] 1814 [f] 0046 [g] Primary [h] 13,400 [i] 2158 1/2 [j] A [m1] GD 5 [n] [symbol] [o] 514 [a] Y [b] LM 220 [c] F/O YOUNG [symbol] [d] A [e] 1823 [f] 0038 [g] Primary [h] 14,000 [i] 2157 1/2 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 524 [a] W [b] NG 499 [c] F/O COSTER [symbol] [d] A [e] 1815 [f] 0100 [g] Primary [h] 14,000 [i] 2200 [j] A [m1] GD on 5 [n] [symbol] [o] 525 [a] T [b] NG 384 [c] F/O IRWIN [symbol] [d] A [e] 1813 [f] 0047 [g] Primary [h] 13,800 [i] 2200 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 518 [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] C [e] 1836 [f] 0051 [g] Primary [h] 13,200 [i] 2159 [j] C [m1] Cloud & TI’s on 5 [n] [symbol] [o] 511 [a] N [b] NG 278 [c] F/O WATERS [symbol] [d] A [e] 1848 [f] 0041 [g] Primary [h] 13,000 [i] 2158 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 519 [a] X [b] ME 809 [c] F/O MACDONALD [symbol] [d] A [e] 1817 [f] 0055 [g] Primary [h] 14,000 [i] 2202 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 522 [a] D [b] NG 487 [c] F/O WILLIAMS [symbol] [d] A [e] 1816 [f] 0056 [g] attacked outer defences [h] 9000 [i] 2216 1/2 [j] A [m1] Cloud & TI’s 5 [n] [symbol] [o] 513 [a] M [b] HK 791. [c] F/O MORGAN. [symbol] [d] A. [e] 1820. [f] 0035 [g] Primary [h] 13,600 [i] 2202 [j] A [m1] Failure. [n] [symbol] [o] 512 Summary of Operations. 16 Lancasters dropped 16(2000lb)HC, 93(1000lb)MC .025 7(1000lb)MC 12 hr delay 6(1000lb)MC 6hr delay, 5(1000lb)MC 1hr delay 3(500lb)GP 12hr delay, 53(500lb) .025. The Red T.I’s were reported as being well concentrated and bombing accurate resulting in smoke rising to about 10,000ft, good fires & a number of large explosions between 2158 & 2200hrs. The attack is considered to have been very successful. There was considerable fighter activity in the Target Area and within a radius of 30 miles of the Target. Ground defences consisted of slight to moderate heavy & slight light flak & about 30 ineffective S/Ls 9/D (F/O Williams was late on arrival at Target and was just in time to hear the controllers instructions to cease bombing. Bomb had dropped in outer defences. 9/V (F/L Adams) did not attack as despite 4 runs other A/C prevented a correct heading being obtained. Bomb load brought back to base. [page break] [underlined] ESSEN [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER. 11th MARCH, 1945. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID-UPPER. [k] R/GUNNER. [/underlined] [a] 1. [b] [deleted] HK.791 [/deleted] NG 486 [c] [deleted] “M” [/deleted] A [d] S/L WILLIAMS – [e] 31. [f] F/S PRETTEJOHNS [g] P/O LEWIS [h] F/S HORRY [i] F/S MORGAN [j] [deleted] F/S ROTHWELL [/deleted] F/S HIGH [k] F/S WATT [a] 1. [b] [deleted] NG.324 [/deleted] NG 384 [c] “T” T [d] F/O CAVEN – [e] – [f] SGT LYALL [g] F/S COLE [h] F/S HARRIS [i] SGT MANNERS [j] SGT DOLLERY [k] SGT CLENTON [a] 1. [b] [deleted] NG.220 [/deleted] LM 217 [c] [deleted] “B” [/deleted] F [d] F/L TAYLOR – [e] 39 [f] F/S DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] P/O BURNS [j] P/O FREEMAN [k] P/O YOUNG [a] 1. [b] [deleted] NG.206 [/deleted] NG 278 [c] [deleted letter] N [d] F/O ARNDELL – [e] 21 [f] F/S JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] F/S RICHARDS [a] 1. [b] [deleted] PA.172 [/deleted] LL 845 [c] [deleted] “G” [/deleted] L [d] F/O BUCKLEY – [e] 17 [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] F/S PALMER [j] SGT ORELY [k] F/S COPPERWAITE [a] 1. [b] NG.242 [c] “C” C [d] F/O JEFFS – [e] 17 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S McMILLAN [j] F/S THOMAS [k] F/S SYMONDS [a] 1. [b] [deleted] NL.809 [/deleted] NG 495 [c] [deleted letter] R [d] F/O SCOTT – [e] 13 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROCKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1. [b] [deleted] NG.235 [/deleted] NG 235 [c] “H” H [d] F/O FOLLETT – [e] 17 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT McKEE [k] SGT LONG [underlined] “B FLIGHT. [/underlined] [a] 1. [b] [deleted] LM.217 [/deleted] ME 809 [c] [deleted] “O” [/deleted] X [d] F/O WILEY – [e] 17. [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S RODGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NG.299 [c] “S” [d] F/O COSTER – [e] 13 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1. [b] NG.279 [c] “U” [d] F/O HARPER – [e] 22 [f] SGT WHITWORTH [g] F/O HOLMES [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S McCANN [k] F/S MEAGHER [a] 1. [b] PB.696 [c] “V” [d] F/O YOUNG – [e] 4 [f] F/S STONE [g] F/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT McINTYRE [a] 1. [b] NG.499 [c] “W” [d] F/O IRWIN – [e] 1 [f] F/S TASK [g] SGT GEORGE [h] F/S GRAVES [i] SGT BRAVINER [j] SGT CURRIE [k] SGT DAVIS [a] 1. [b] [deleted] LM.220 [/deleted] NF 929 [c] [deleted letter] P [d] F/L CAMSELL – [e] 32 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEAVERS [j] F/S HERBERT [k] P/O BOON RESERVE CREW [d] F/O JONES [e] 28 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDEN [i] P/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [page break] [underlined] HARBURG [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER 7th MARCH, 1945. [/underlined] [underlined] “A” FLIGHT.[/underlined] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN [e] Sort. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] PA.172 [c] “G” [d] F/L OLDACRE [e] 7 [f] F/S TAYLOR [g] F/S SAUNDERS [h] F/O GRIFFIN [i] F/S GARDINER [j] F/O EVANS [k] F/S SALMON [a] 1 [b] LL.845 [c] “L” [d] F/L MORRISON [e] 22 [f] SGT AITKENHEAD [g] F/O GRIFFITHS [h] F/S WESTROPE [symbol] [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] NE.206 [c] “J” [d] F/O ARNDELL [e] 20 [f] F/S JONES [g] P/O CAMPBELL [h] P/O PORTER [i] F/S MEADS [j] [deleted] F/S THOMAS [/deleted] SGT BROWN. [k] F/S RICHARDS [a] 1. [b] NG.486 [c] “A” [d] F/O BUCKLEY [e] 16 [f] F/S WOOLLEY [g] F/O SHUTLER [h] P/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] SGT COPPERWAITE [a] 1 [b] HK.791 [c] “M” [d] F/O MORGAN [e] 2 [f] SGT POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEGG [k] W/O MARTIN [a] 1 [b] NG.487 [c] “D” [d] F/O WILLIAMS [e] 22 [f] P/O MACDONALD [g] P/O LOCKERBIE [h] F/O GOLD [i] F/S STENNER [j] F/S BLAIN [k] SGT REILLY [a] 1 [b] LM.217 [c] “O” [d] F/O FOLLETT [e] 16 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT MCKEE [k] SGT LONG. [a] 1. [b] NG220 [c] “B” [d] F/O STOWELL [e] 24 [f] SGT SPALDING [g] SGT TAYLOR [h] F/S LIVERSEDGE [i] F/S MILLINGTON [j] SGT BICKER [k] ALLSOP [a] 1. [b] NG235 [c] “H” [d] F/O LAWS [e] 25 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [Deleted] [a] 1 [b] NG242 [c] “C” [d] F/O MACINTOSH [e] 32 [f] SGT COSSER [g] P/O HAWKINS [h] F/S EVANS [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN [/deleted] [Deleted] [a] 1 [b] NG442 [c] “F” [d] F/L TAYLOR [e] 40 [f] F/S DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] P/O BURNS [j] P/O FREEMAN [k] P/O YOUNG. [a] 1 [c] F [d] F/O MACINTOSH [e] 32 [f] SGT COSSER [g] P/O HAWKINS [h] F/S EVANS [i] SGT TETLOW [j] SGT WOOD [k] SGT OWEN. [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] [deleted] NF329 [/deleted] NG384 [c] “T” [d] F/O IRWIN [e] – [f] F/S TASK [g] F/O LEWIS [h] F/S GRAVES [symbol] [i] SGT BRAVINER [j] SGT CURRIE [k] SGT DAVIS [a] 1 [b] NG278 [c] “N” [d] F/O WATERS [e] 13 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1 [b] NG495 [c] “R” [d] F/O KEELEY [e] 23 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [Deleted] [a] 1 [b] NG384 [c] “T” [d] F/O ANDERSON [e] 15 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [symbol] [I] F/S CORNFORD [j] SGT ASHWORTH [k] SGT HARRISON [/deleted] [a] 1 [b] NG419 [c] “U” [d] F/O HARPER [e] 21 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S MEAGHER [a] 1 [b] ME809 [c] “X” [d] F/O MACDONALD [e] 9 [f] SGT WELSH [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS [a] 1 [b] PB696 [c] “V” [d] F/L ADAMS [e] 33 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1 [b] LM220 [c] “Y” [d] F/O YOUNG [e] 3 [f] F/S STONE [g] P/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT MACINTYRE [a] 1 [b] NG499 [c] “W” [d] F/O COSTER [e] 11 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [page break] ESSEN. 151 DATE 11.3.45 T.O.T. ORDERED 1519 – 1525 ACTUAL T.O.T. 1516 – 1522 1/4 BOMB LOAD. A = 1 x 12000lb H.C. O.C.S. T O L DETAILED 14 TOOK OFF 14. ATTACKED P. ALT LR. 14. ABORTIVE. – MISSING. – PETROL. 1600 + 50. FORM. B NO 547 BRIEFED BY S/Ldr Wilson INTERROGATED BY S/Ldr Wilson, F/Lt Snell, S/O Seward. WEATHER. 10/10 SC COMMENT. NICKELS NONE SET COURSE – 1233 FORM Y No 199 [a] A/C [b] NO [c] CAPTAIN [d] BOMB LOAD [e] TAKE OFF [f] LANDED [g] TARGET [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL NO [p] REMARKS [a] A [b] NG 486 [c] S/L WILLIAMS [symbol] [d] A [e] 1214 [f] 1726 [g] Primary [h] 1519 [i] 19000 [j] A. [m1] Cloud 3 [n] [symbol] [o] 526 [a] F [b] LM 217 [c] F/L TAYLOR [symbol] [d] A [e] 1209 [f] 1718 [g] Primary [h] 1518 [i] 19000 [j] A [m1] Cloud 3 [n] [symbol] [o] 528 [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1215 1/2 [f] 1729 [g] Primary [h] 1521 [i] 18,800 [j] A [m1] Failure [n] [symbol] [o] 539 [a] U [b] NG 279 [c] F/O HARPER [symbol] [d] A [e] 1208 [f] 1728 [g] Primary [h] 1521 [i] 18250 [j] A [m1] Cloud 3 [n] [symbol] [o] 536 [a] N [b] NG 278 [c] F/O ARNDELL [symbol] [d] A [e] 1201 [f] 1727 [g] Primary [h] 1521 [i] 18 800 [j] A [m1] Cloud 3 [n] [symbol] [o] 539 [a] C [b] NG 242 [c] F/O JEFFS [symbol] [d] A [e] 1211 [f] 1714 [g] Primary [h] 1521 1/2 [i] 18200 [j] A [m1] Cloud 3 [n] [symbol] [o] 531 [a] L [b] LL 845 [c] F/O BUCKLEY [symbol] [d] A [e] 1213 [f] 1716 [g] Primary [h] 1517 [i] 18 250 [j] A [m1] Cloud 3 [n] [symbol] [o] 530 [a] X [b] ME 809 [c] F/O WILEY [symbol] [d] A [e] 1215 [f] 1719 [g] Primary [h] 1516 [i] 18750 [j] A [m1] Cloud 3 [n] [symbol] [o] 534 [a] H [b] NG 235 [c] F/O FOLLETT [symbol] [d] A [e] 1216 [f] 1724 [g] Primary [h] 1519 1/2 [i] 19000 [j] A [m1] Cloud 3 [n] [symbol] [o] 533 [a] S [b] NF 299 [c] F/O COSTER [symbol] [d] A [e] 1206 [f] 1721 [g] Primary [h] 1516 [i] 19000 [j] A [m1] Cloud 3 [n] [symbol] [o] 535 [a] R [b] NG 495 [c] F/O SCOTT [symbol] [d] A [e] 1205 [f] 1722 [g] Primary [h] 1518 1/2 [i] 18 350 [j] A [m1] Cloud 3 [n] [symbol] [o] 532 [a] V [b] PB 696 [c] F/O YOUNG [symbol] [d] A [e] 1210 [f] 1730 [g] Primary [h] 1522 1/2 [i] 18500 [j] A. [m1] Cloud 3 [n] [symbol] [o] 537 [a] W [b] NG 499 [c] F/O IRWIN [symbol] [d] A [e] 1212 [f] 1731 [g] Primary [h] 1521. [i] 19000 [j] A [m1] Cloud 3 [n] [symbol] [o] 538 [a] T. [b] NG 384 [c] F/O CAVEN [symbol] [d] A. [e] 1216 1/2 [f] 1723 [g] Primary [h] 1518 [i] 19000 [j] A. [m1] Cloud 3 [n] [symbol] [o] 527 Summary of Operations:- 14 Lancasters dropped 14 x 12,000 HC. There was 10/10 Str Cu throughout the whole route and covering the target tops about 5000ft. Marking by blue & red smoke puffs appeared well done & no crews had any difficulty in bombing on the controller’s instructions. No results were observed except for smoke which had begun to billow through the cloud tops as a/c left the target area. There was meagre inaccurate H/F and no E/A were seen. [page break] [underlined] DORTMUND [/underlined] 152 DATE 12th MARCH 1945. T.O.T. ORDERED 1649 – 1655 ACTUAL T.O.T. 1645 – 1652 BOMB LOAD. A = 1 x 12,000 lb H.C. O.C.S. WQU DETAILED 14 TOOK OFF 14 ATTACKED P. ALT LR. 14 ABORTIVE MISSING PETROL:- 1650 + 50 FORM ‘B’ No 548 BRIEFED BY:- S/LDR WILSON INTERROGATED BY S/LDR WILSON, F/LT SNELL, S/O SEWARD. WEATHER } 10/10ths tops 5,000ft. COMMENT } 10/10ths tops 5,000ft. NICKELS:- NIL SET COURSE:- 1352 FORM ‘Y’ No 200 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COMP [o] SERIAL No [p] REMARKS [a] X [b] ME 809 [c] S/LDR MELROSE [symbol] [d] A [e] 1335 [f] 1857 [g] Primary [h] 1648 [i] 16,700 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 549 [a] H [b] NG 235 [c] F/LT WATKINS [symbol] [d] A [e] 1342 [f] 1900 [g] Primary [h] 1651 [i] 16,500 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 542 [a] U [b] NG 419 [c] F/O. HARPER [symbol] [d] A [e] 1338 [f] 1909 [g] Primary [h] 1652 [i] 16,500 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 550 [a] C [b] NG 242 [c] F/O. JEFFS [symbol] [d] A [e] 1345 [f] 1854 [g] Primary [h] 1651 1/4 [i] 17,400 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 544 [a] D [b] NE 487 [c] F/O. SCOTT [symbol] [d] A [e] 1332 [f] 1910 [g] Primary [h] 1646 1/2 [i] 16,750 [j] A [m1] Failure [n] [symbol] [o] 545 [a] R [b] NG 495 [c] F/O. REES [symbol] [d] A [e] 1336 [f] 1853 [g] Primary [h] 1645 [i] 16,600 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 547 [a] A [b] NG 486 [c] F/O. BUCKLEY [symbol] [d] A [e] 1334 [f] 1858 [g] Primary [h] 1647 1/2 [i] 16,000 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 543 [a] S [b] NG 279 [c] F/O. COSTER [symbol] [d] 1337 [e] 1905 [f] Primary [g] 1648 [h] 17,000 [i] A [m1] Cloud on frame 3 [n] [symbol] [o] 548 [a] W [b] NG 499 [c] F/O. WILEY [symbol] [d] A [e] 1341 [f] 1903 [g] Primary [h] 1651 [i] 17,500 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 552 [a] F [b] NG 422 [c] F/O. FOLLETT [symbol] [d] A [e] 1333 [f] 1859 [g] Primary [h] 1650 [i] 16,500 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 546 [a] L [b] LL 845 [c] F/O MACDONNELL [symbol] [d] 1343 [e] 1902 [f] Primary [g] 1650 1/2 [h] 17,200 [i] A [m1] Cloud on frame 3 [n] [symbol] [o] 540 [a] V [b] PB 696 [c] F/O. YOUNG [symbol] [d] A [e] 1344 [f] 1906 [g] Primary [h] 1652 1/2 [i] 16,500 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 551 [a] T [b] NG 384 [c] F/O CAVEN [symbol] [d] A [e] 1339 [f] 1855 [g] Primary [h] 1648 [i] 16,250 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 541 [a] P [b] NF 929 [c] F/O. GRAVES [symbol] [d] A [e] 1340 [f] 1908 [g] Primary [h] 1651 1/4 [i] 17,000 [j] A [m1] Cloud on frame 3 [n] [symbol] [o] 553 Summary of Operation:- 14 Lancasters dropped 14 x 12,000lb H.C. Bombing height band 16,000 to 17,500 ft. There was 10/10ths cloud over target, tops about 5,000 ft. Marking was excellent and no crew had any difficulty in bombing the smoke puffs or in hearing the Master Bomber’s instructions. Smoke was seen billowing up through the cloud tops but otherwise results were not observed. The attack however is thought to have been successful. There was slight H/F but this had dwindled to practically nil while crews were bombing. No E/A were seen. One Lanc was seen going down over the target believed hit by a falling bomb. [page break] [underlined] ARNSBERG [/underlined] [underlined] “A” FLIGHT NO. 9 SQUADRON BATTLE ORDER. 13th MARCH, 1945. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER. [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER [/underlined] [a] 1 [b] NG.486 [c] “A” [d] S/L WILLIAMS [e] 32 [f] F/S PRETTEJOHNS [g] F/O HARVEY [h] F/S [indecipherable name] [i] F/S MORGAN [j] F/S HIGH [k] F/S WATT [a] 1 [b] LM.217 [c] “F” [d] F/L TAYLOR [e] 40 [f] SGT DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] P/O BURNS [j] P/O FREEMAN [k] P/O YOUNG [a] 1 [b] HK.791 [c] “M” [d] F/L WATKINS [e] 39 [f] SGT JOWETT [g] F/L JONES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] F/S CUTTING [a] 1 [b] LM.217 [c] “O” [d] F/L MORRISON [e] 23 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] NG.242 [c] “C” [d] F/O MACINTOSH [e] 33 [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] SGT TETLOW [j] F/S WOOD [k] SGT OWEN [a] 1 [b] PA.172 [c] “G” [d] F/O JEFFS [e] 19 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S MCMILLAN [j] F/S THOMAS [k] F/S SYMONDS [a] 1 [b] NG235 [c] “H” [d] F/O LAWS [e] 26 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MCDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1 [b] NG220 [c] “B” [d] F/O STOWELL [e] 25 [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] W/O MILLINGTON [j] F/S BICKER [k] F/S ALLSOP [a] 1 [b] NE206 [c] “J” [d] F/O ARNDELL [e] 22 [f] F/S JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] F/S RICHARDS RESERVE [d] F/O FOLLETT [e] 19 [f] SGT FLANAGAN [g] P/O HOWARTH [h] F/O MITCHELL [i] P/O GARDINER [j] SGT MCKEE [k] SGT LONG [underlined] “B” FLIGHT [/underlined] [a] 1 [b] NG.495 [c] “R” [d] W/C BAZIN [e] 21 [f] P/O MCDONALD [g] F/O LEWIS [h] F/L CAMPBELL [i] F/S ROGERS [j] F/S CAMERON [k] F/O EVANS [a] 1 [b] NG.278 [c] “N” [d] S/L MELROSE [e] 38 [f] P/O SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOLFE [j] F/S HOYLE [k] F/S STALLEY [a] 1 [b] NG.499 [c] “W” [d] F/L HARRIS [e] 38 [f] SGT MELLORS [g] F/S YOUNG [h] F/O JONES [i] F/S PALMER [j] P/O WILLIAMS [k] SGT LINAKER [a] 1 [b] WE.809 [c] “X” [d] F/L ADAMS [e] 34 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1 [b] LM.220 [c] “Y” [d] F/L TWEDDLE [e] 33 [f] SGT HEATH [g] P/O SHIELDS [h] P/O JENNINGS [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON [a] 1 [b] WF.929 [c] “P” [d] F/L CAMSELL [e] 33 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEAVERS [j] F/S HERBERT [k] P/O BOON [a] 1 [b] NG.299 [c] “S” [d] F/O JONES [e] 28 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] P/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [a] 1 [b] HK.791 [c] “V” [d] F/O KEELEY [e] 24 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1 [b] NG.419 [c] “U” [d] F/O HARPER [e] 24 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] [deleted SGT W [/deleted] P/O FITZGERALD. RESERVE [d] F/O WILEY [e] 19 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [j] F/S LUCAS [k] F/S LANE. 1 NG.384 “T” Spare aircraft. [page break] [underlined] DORTMUND [/underlined] NO. 9 SQUADRON BATTLE ORDER [Underlined] 12th MARCH, 1945. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID-UPPER [k] R/GUNNER. [/underlined] [underlined] “A” FLIGHT [/underlined] [a] 1. [b] LL.845 [c] “L” [d] F/O MACDONNELL [e] 2. [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIES [k] SGT GREEN [a] 1. [b] NG.384 [c] “T” [d] F/O CAVEN [e] 1. [f] SGT LYALL [g] F/S COLE [h] F/S HARRIS [i] SGT MANNERS [j] SGT DOLLERY [k] SGT CLENTON [a] 1. [b] NG.235 [c] “H” [d] F/L WATKINS [e] 38. [f] SGT JOWETT [g] F/L JONES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] F/S CUTTING [a] 1. [b] NG.486 [c] “A” [d] F/O BUCKLEY [e] 17. [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] F/S PALMER [j] [deleted] SGT MORLEY [/deleted] F/O EVANS [k] F/S COPPERWAITE [a] 1. [b] NG.242 [c] “C” [d] F/O JEFFS [e] 17. [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S McMILLAN [j] F/S THOMAS [k] F/S SYMONDS [a] 1. [b] NG.487 [c] “D” [d] F/O SCOTT [e] 13. [f] P/O BAKER [g] F/S HAYDON [h] F/S BROCKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1. [b] NG.442 [c] “F” [d] F/O FOLLETT [e] 17. [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT McKEE [k] SGT LONG. [underlined] “B” FLIGHT [/underlined] [a] 1. [b] NG.495 [c] “R” [d] F/O REES [e] 16. [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HERKELL [a] 1. [b] NG.279 [c] “S” [d] F/O COSTER [e] 13. [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1. [b] ME.809 [c] “X” [d] S/L MELROSE [e] 37. [f] P/O SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOLFF [j] F/S HOYLE [k] F/S STALLEY [a] 1. [b] NG,419 [c] “U” [d] F/O HARPER [e] 23. [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S McCANN [k] SGT MORLEY [a] 1. [b] PB.696 [c] “V” [d] F/O YOUNG [e] 5. [f] F/S STONE [g] F/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT McINTYRE [a] 1. [b] NG.499 [c] “W” [d] F/O WILEY [e] 18. [f] SGT WELSH [g] F/S VENNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NF. 929 [c] “I” [d] F/O GRAVES [e] – [f] SGT BARBER [g] SGT JOHNSTONE [h] W/O CIPHERY [i] F/S WALTON [j] SGT BATTLE [k] SGT BERRY. [page break] [underlined] ARNSBERG [/underlined] 153 DATE 13th MARCH 1945 T.O.T. ORDERED 1600 ACTUAL T.O.T. 1618 – 1622 BOMB LOAD. A = ‘TALLBOY’ fused 11 secs O.C.S. UZC DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR. 1 1 ABORTIVE 16 MISSING PETROL - 1650 FORM ‘B’ No 549 BRIEFED BY:- S/LDR WILSON INTERROGATED BY S/LDR WILSON, F/LT SNELL WEATHER } Thick haze. COMMENT } Thick haze. NICKELS – NIL SET COURSE = 1259 FORM ‘Y’ No 201 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] R [b] NG 495 [c] W/CMDR BAZIN [symbol] [d] A [e] 1235 [f] 1848 [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 554 [a] A [b] NG 486 [c] S/LDR WILLIAMS [d] A [e] 1249 [f] 1851 [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 555 [a] N [b] NG 278 [c] S/LDR MELROSE [symbol] [d] A [e] 1236 [f] 1918 [g] NTA [l] A [m1] N/A [n] [symbol] [o] 556 [a] M [b] HK 791 [c] F/LT WATKINS [symbol] [d] A [e] 1247 1/2 [f] 1914 [g] Primary [h] 1618 [i] 12,500 [j] A [m1] GD on frame 3 [n] [symbol] [o] 558 [a] F [b] LM 217 [c] F/LT TAYLOR [symbol] [d] A [e] 1245 [f] 1857 [g] N.T.A. [l] A [m1] N/A [n] [symbol] [o] 557 [a] W [b] NG 499 [c] F/LT HARRIS [symbol] [d] A [e] 1240 [f] 1900 [g] NTA. [l] A [m1] N/A [n] [symbol] [o] 560 [a] X [b] ME 809 [c] F/LT ADAMS [symbol] [d] A [e] 1235 1/2 [f] 1429 [g] RETURNED EARLY [k] A [m1] N/A [n] [symbol] [o] 561 [a] Y [b] LM 220 [c] F/LT TWEDDLE [symbol] [d] A [e] 1239 [f] CARNABY 1948 [g] NTA. [l] A [m1] N/A [n] [symbol] [o] 562 [a] O [b] LM 217 [c] F/LT MORRISON [symbol] [d] A [e] 1238 [f] 1911 [g] NTA [k] A [m1] N/A [n] [symbol] [o] 599 [a] P [b] WF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1241 [f] 1843 [g] Alternative [h] 1622 [i] 13,000 [j] A [m1] GD on frame 3 [n] [symbol] [o] 563 [a] C [b] NG 242 [c] F/O MACINTOSH [symbol] [d] A [e] 1247 [f] 1850 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 564 [a] S [b] NG 299 [c] F/O JONES [symbol] [d] A [e] 1237 [f] 1924 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 569 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] A [e] 1244 [f] 1908 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 566 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A [e] 1248 [f] 1915 [g] N.T.A [l] A [m1] N/A/ [n] [symbol] [o] 567 [a] V [b] HK 791 [c] F/O KEELEY [symbol] [d] A [e] 1246 [f] 1924 1/2 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 570 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 1238 1/2 [f] 1903 [g] NTA [l] A [m1] N/A [n] [symbol] [o] 571 [a] J [b] NE 206 [c] F/O ARNDELL [symbol] [d] A [e] 1243 [f] 1901 [g] NTA [l] A [m1] N/A [n] [symbol] [o] 568 [a] G [b] PA 172 [c] F/O JEFFS [symbol] [d] A [e] 1242 [f] 1856 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 565 Summary of Operation:- 2 Lancasters dropped 2 Tallboys fused 11 secs. Bombing heights – 12500 and 13,000 ft. 13 Tallboys brought back. Owing to thick haze it was impossible to identify the target until a/c were right over it, and only two bombed. M (F/Lt Watkins) overshot to port by about 200 yds P (F/Lt Camsell) bombed the bridge at the Eastern end of the tunnel and claims a direct hit. O (F/Lt Morrison) jettisoned Tallboy safe fused 11 secs at 5151N 0207E 1808 9,000ft when smoke started issuing from Navigators department. Y (F/Lt Tweddle) diverted to Carnaby on return, report outstanding. X (F/Lt Adams) returned early with Port outer engine U/S Tallboy fused 11 secs jettisoned safe 5308N 0233E 1322 7,000ft. No flak from target and no E/A seen. [page break] [underlined] ARNSBERG. [/underlined] 154. DATE 14th MARCH ’45. T.O.T. ORDERED 1615 ACTUAL T.O.T. 1622 1/2 – 1624 ¾ BOMB LOAD. A = Tallboy fused 11 secs O.C.S. P.S.Z DETAILED 18 TOOK OFF 17 ATTACKED P. ALT LR. 15 1 ABORTIVE. 1 MISSING. PETROL = 1650 FORM B NO: 550 BRIEFED BY: S/L MELROSE INTERROGATED BY S/Ldr Wilson, F/L SNELL. Weather Hazy. COMMENT NICKELS = NIL SET COURSE – 1312 FORM Y NO 202 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN. [d] BOMB LOAD [e] TIME OFF. [f] TIME LANDED [g] TARGET. [h] TIME. [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED BC. [m3] PLOT NO. [n] SORTIE COMP. [o] SERIAL NO. [p] REMARKS. [a] N [b] NG 278 [c] S/Ldr MELROSE [symbol] [d] A [e] 1254 [f] 1855 [g] Primary [h] 1622 1/2 [i] 14000 [j] A [m1] G.D.3 [n] [symbol] [o] 572 [a] P [b] NF 929. [c] F/L CAMSELL [symbol] [d] A [e] 1255 [f] 1847 [g] Primary [h] 1623 [i] 13750 [j] A [m1] G. D 4 [n] [symbol] [o] 573 [a] M [b] HK 791 [c] F/L WATKINS [symbol] [d] A [e] 1257 1/2 [f] 1902 [g] Primary [h] 1624 [i] 14000 [j] A [m1] GD 3 [n] [symbol] [o] 574 [a] L [b] LL 845 [c] F/L MORRISON [symbol] [d] A [e] 1301 [f] 1905 [g] Primary [h] 1623 1/2 [i] 13500 [j] A [m1] GD 3 [n] [symbol] [o] 575 [a] D [b] NG 487 [c] F/L ADAMS [symbol] [d] A [e] 1256 [f] 1849 [g] Primary [h] 1624 [i] 13700 [j] A [m1] GD 4 [n] [symbol] [o] 576 [a] U [b] NG 419 [c] F/O WILEY [symbol] [d] A [e] 1253 [f] 1859 [g] Primary [h] 1623 [i] 13000 [j] A [m1] GD 3. [n] [symbol] [o] 577 [a] F. [b] NG 442 [c] F/O FOLLETT [symbol] [d] A [e] 1258 [f] 1901 [g] Primary [h] 1623 1/2 [i] 12,500. [j] A [m1] GD 3 [n] [symbol] [o] 578. [a] C [b] NG 242 [c] F/O MACINTOSH [symbol] [d] A [e] 1258 1/2 [f] 1856 [g] Bridge East of Tunnel. [h] 1624 [i] 13000 [j] A [m1] GD 3 [n] [symbol] [o] 579 [a] T [b] NG 384 [c] F/O JONES. [symbol] [d] A [e] 1252 [f] 1914 [g] Primary [h] 1624 [i] 12900 [j] A [m1] GD 4 [n] [symbol] [o] 580 [a] S [b] NG 279 [c] F/O COSTER. [symbol] [d] A [e] 1256 1/2 [f] 1912 [g] Primary [h] 1623 1/2 [i] 12,500 [j] A [m1] GD 3 [n] [symbol] [o] 581 [a] W [b] NG 499 [c] F/O MACDONALD [symbol] [d] A [e] 1251 [f] 1858 [g] Primary [h] 1624 3/4 [i] 13500 [j] A [m1] GD 3 [n] [symbol] [o] 582 [a] H [b] NG 235 [c] F/O LAWS. [symbol] [d] A [e] 1322 [f] 1854 [g] Primary [h] 1624 3/4 [i] 13250 [j] A [m1] GD 3 [n] [symbol] [o] 583 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A [e] 1303 [f] 1919 [g] Primary [h] 1622 1/2 [i] 12500 [j] A [m1] GD 3 [n] [symbol] [o] 584 [a] A [b] NG 486 [c] F/O BUCKLEY. [symbol] [d] A [e] 1300 [f] 1929 [g] N.T.A. [l] A [n] [symbol] [o] 585 [a] R [b] NG 495 [c] F/O KEELEY. [symbol] [d] A [e] 1302 [f] 1906 [g] Primary [h] 1623 1/2 [i] 13000 [j] A [m1] GD 3 [n] [symbol] [o] 586 [a] J [b] NG 206 [c] F/O SCOTT [symbol] [d] A [e] 1257 [f] 1908 [g] Primary [h] 1623 1/2 [i] 12900 [j] A [m1] GD 4 [n] [symbol] [o] 587 [a] G [b] PA 172 [c] F/O AYRTON [symbol] [d] A. [e] 1259 [f] 1910 [g] Primary [h] 1623 1/2 [i] 12000 [j] A. [m1] GD3 [n] [symbol] [o] 588 [a] V [b] PB 696 [c] F/O REES. [symbol] [d] A. [e] CANCELLED. [m1] – [n] X Summary of Operations:- 16 Lancasters dropped 16 Tallboys fused 11 secs delay. There was some haze over target but this was insufficient to obscure a good view of it. The Squadron was excellently led & an extremely good concentration of bombs on & around the viaduct was achieved. Crews are confident that the attack was successful. C (F/O Macintosh) bombed the bridge east of the tunnel as the target was too obscured by smoke to bomb accurately for the same reason. A (F/O Buckley) did not bomb & brought the tallboy back to base. V (F/O Rees) was cancelled before take off owing to a punctured radiator. There was no flak at the target & no enemy a/c were seen. [page break] [underlined] ARNSBERG [/underlined] [underlined] “A” FLIGHT. NO. 9 SQUADRON BATTLE ORDER . 15th MARCH, 1945. [/underlined] [underlined] [a] MK [b] NMBR.[c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] NG442 [c] “F” [d] F/L TAYLOR [e] 41 [f] F/S DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] P/O WEBB [j] P/O FREEMAN [k] P/O YOUNG. [a] 1 [b] NG486 [c] “A” [d] F/L MACINTOSH [e] 35 [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] SGT TETLOW [j] F/S WOOD [k] SGT OWEN [a] 1 [b] [inserted] HK791 [c] M. [/inserted] [d] F/O SCOTT [e] 16 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1 [b] NG235 [c] “H” [d] F/O LAWS [e] 28 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MCDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1 [b] NE487 [c] “D” [d] F/O STOWELL [e] 27 [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] W/O MILLINGTON [j] F/S BICKER [k] F/S ALLSOP [a] 1 [b] NG206 [c] “J” [d] F/O ARNDELL [e] 23 [f] [inserted] SGT. MELLORS. [/inserted] [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] F/S RICHARDS [a] 1 [b] PA172 [c] “G” [d] F/O JEFFS [e] 20 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S MACMILLAN [j] F/S THOMAS [k] F/S SYMONDS. [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] NF929 [c] “P” [d] F/L CAMSELL [e] 35 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEEVERS [j] F/S HERBERT [k] P/O BOON [a] 1 [b] [deleted] NG249 [/deleted] LM220 [c] [deleted letter] “Y” [d] F/L TWEDDLE [e] 34 [f] SGT HEATH [g] P/O SHIELDS [h] F/O JENNINGS [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON [a] 1 [b] NG419 [c] “U” [d] F/O HARPER [e] 25 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S ROTHWELL [a] 1 [b] NG495 [c] “R” [d] F/O KEELEY [e] 26 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNFOOT [k] F/S JOHNSON [a] 1 [b] NG384 [c] “T” [d] F/L JONES [e] 30 [f] [underlined] SGT BILES [g] P/O SCOTT [h] F/O LUMSDEN [/underlined] [i] P/O BIRCH [j] SGT GLOVER [k] [underlined] P/O ACHESON [/underlined] [a] 1 [b] PB696 [c] “V” [d] F/O WILEY [e] 20 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE. [a] 1 [b] [inserted] NG.269 [c] S. [/inserted] [d] F/O AYRTON [e] 17 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCOTT [k] F/S DAVIES [page break] [underlined] ARNSBERG. [/underlined] [underlined] NO. 9. SQUADRON BATTLE ORDER. 14th MARCH, 1945. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER. [g] NAVIGATOR. [h] AIR BOMBER. [i] WO.AIR. [j] MID UPPER [k] R/GUNNER. [/underlined] [underlined] “A” FLIGHT. [/underlined] [a] 1. [b] NG.486 [c] “A” [d] F/O BUCKLEY [e] 19. [f] F/S WOOLLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] F/S COPPERWAI[missing letters] [a] 1. [b] NG,442 [c] “F” [d] F/O FOLLETT [e] 19. [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT McKEE [k] SGT LONG [a] 1. [b] HK.791 [c] “M” [d] F/L WATKINS [e] 40. [f] SGT JOWETT [g] F/L JONES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] F/S CUTTING [a] 1. [b] LL.845 [c] “L” [d] F/L MORRISON [e] 24 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1. [b] NG.242 [c] “C” [d] F/O MACINTOSH [e] 34. [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] F/S TETLOW [j] F/S WOOD [k] SGT OWEN [a] 1. [b] NG.206 [c] “J” [d] F/O SCOTT [e] 15 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROCKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1. [b] NG.235 [c] “H” [d] F/O LAWS [e] 27 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O McDONALD [i] P/O CHARLTON [j] F/S CLASPER [k] F/S CHARLTON [a] 1. [b] NG.220 [c] “B” [d] F/O STOWELL [e] 26. [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] W/O MILLINGTON [j] F/S BICKER [k] F/S ALLSOPP RESERVE CREW:- [d] F/O JEFFS [e] 20 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S MACMILLAN [j] F/S THOMAS [k] F/S SYMONDS [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] NG.278 [c] “N” [d] S/L MELROSE [e] 39 [f] P/O SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOLFE [j] F/S HOYLE [k] F/S STALLEY [a] 1. [b] NG.495 [c] “R” [d] F/O KEELEY [e] 25. [f] P/O WOTHERSPOON [g] P/O CHORNEY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1. [b] NG.249 [c] “S” [d] F/O COSTER [e] 15. [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1. [b] NG.419 [c] “U” [d] F/O WILEY [e] 19 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1. [b] NG.499 [c] “W” [d] F/O MACDONALD [e] 10 [f] P/O MACDONNELL [g] F/S SHELDON [h] F/L CAMPBELL [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS [Deleted] [a] 1. [b] IB.696 [c] “V” [d] F/O REES [e] 17 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HERKELL [/deleted] [a] 1. [b] NF.929 [c] “P” [d] F/L CAMSELL [e] 34 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEAVERS [j] F/S HERBERT [k] P/O BOON [a] 1. [b] NG.384 [c] “T” [d] F/O JONES [e] 29 [f] SGT BILES [g] P/O SCOTT [h] F/O BLUNSDON [i] P/O BIRCH [j] SGT GLOVER [k] P/O ACHESON [a] 1. [b] NE.487 [c] “D” [d] F/L ADAMS [e] 34 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1. [b] PA.172 [c] “G” [d] P/O AYRTON [e] 16. [f] SGT HUDDLESTONE [g] F/S HERKES [h] F/O SOWERBY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES [page break] [underlined] ARNSBERG [/underlined] 155 DATE 15th MARCH 1945 T.O.T ORDERED 1630 ACTUAL T.O.T. 1639 – 1655 BOMB LOAD. A = ‘TALLBOY’ fused 11 secs delay O.C.S. MSM DETAILED 14 TOOK OFF 14 ATTACKED P. ALT LR. 8. 2 ABORTIVE 4 MISSING – PETROL= 1650 FORM ‘B’ No 554 BRIEFED BY: S/LDR WILSON INTERROGATED BY S/LDR WILSON, F/LT SNELL. WEATHER } Hazy COMMENT } Hazy NICKELS – NIL SET COURSE = 1325 FORM ‘Y’ No 203 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] TARGET ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] BOMBS BROUGHT BACK [l] JETTISONED [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1308 [f] 1953 [g] Primary [h] 1644 [i] 14,000 [j] A [m1] GD on frame 4 [n] [symbol] [o] 596 [a] F [b] NG 442 [c] F/LT TAYLOR [symbol] [d] A [e] 1302 [f] MANSTON 1913 [g] NTA [k] A [m1] N/A [n] [symbol] [o] 589 [a] A [b] NG 486 [c] F/LT MACINTOSH [symbol] [d] A [e] 1306 [f] 1949 [g] Primary [h] 1642 [i] 13750 [j] A [m1] GD on frame 3 [n] [symbol] [o] 590 [a] Y [b] LM 220 [c] F/LT TWEDDLE [symbol] [d] A [e] 1300 [f] GOSSELIES [g] Primary [h] 1646 1/2 [i] 13,000 [j] A [m1] GD on frame 3 [n] [symbol] [o] 597 [a] T [b] NG 384 [c] F/LT JONES [symbol] [d] A [e] 1301 [f] GOSSELIES [g] Primary [h] 1646 [i] 12,200 [j] A [m1] GD on frame 3 [n] [symbol] [o] 600 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] A [e] 1312 [f] 1955 [g] Alternative [h] 1640 1/2 [i] 13750 [j] A [m1] GD on frame 3 [n] [symbol] [o] 592 [a] D [b] NE 487 [c] F/O STOWELL [symbol] [d] A [e] 1304 [f] 1939 [g] Primary [h] 1639 [i] 13,000 [j] A [m1] GD on frame 3 [n] [symbol] [o] 593 [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] A [e] 1311 [f] 1956 [g] Primary [h] 1650 1/2 [i] 12,300 [j] A [m1] GD on frame 3 [n] [symbol] [o] 599 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 1307 [f] 1946 [g] Alternative [h] 1643 [i] 12,800 [j] A [m1] GD on frame 3 [n] [symbol] [o] 598 [a] J [b] NG 206 [c] F/O ARNDELL [symbol] [d] A [e] 1309 [f] 1944 [g] NTA [l] A [m1] N/A [n] [symbol] [o] 594 [a] G [b] PA 172 [c] F/O JEFFS [symbol] [d] A [e] 1310 [f] 1948 [g] Primary [h] 1645 [i] 13500 [j] A [m1] GD on frame 3 [n] [symbol] [o] 595 [a] V [b] PB 696 [c] F/O WILEY [symbol] [d] A [e] 1303 [f] MANSTON 1915 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 601 [a] M [b] HK 791 [c] F/O SCOTT [symbol] [d] A [e] 1308 1/2 [f] 2002 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 591 [a] S [b] NG 249 [c] F/O AYRTON [symbol] [d] A [e] 1305 [f] 2000 [g] Primary [h] 1655 [i] 12,500 [j] A [m1] GD on frame 3 [n] [symbol] [o] 602 Summary of Operation:- 8 Lancasters dropped 8 Tallboys fused 11 secs delay. Bombing height band 13,000 to 14,000 ft. It was very hazy over the target with some thin cloud in addition, and crews had great difficulty in identifying the viaduct. 6 managed to bomb the primary but no results were observed owing to smoke and haze. The attack is not however thought to be successful. H (F/O Laws) and W (F/O Harper) attacked the bridge East of the tunnel with unobserved results, being unable to identify the primary. M (F/O Scott) brought Tallboy back to base for the same reason. J (F/O Arndell) losts [sic] its Tallboy on the way to target, it fell through the bomb doors at 5037N 0749E 1609 13,500ft. F (F/LT Taylor) and S (F/O Ayrton) landed at Manston. T (F/Lt Jones) had a runaway propellor and baled out four of his crew 15 miles South of target but landed at Charleroi. Y (F/Lt Tweddle) remained with ‘T’ and also landed [deleted] Charleroi [/deleted] Gosselies. No flak at target and no enemy aircraft seen. [page break] WURZBURG 156 DATE 16th MARCH 1945. T.O.T. ORDERED 2135 – 2139 ACTUAL T.O.T. 2134 – 2136 BOMB LOAD. A = 1 x 12000lb H.C. O.C.S. KGT DETAILED 6 TOOK OFF 6 ATTACKED P. ALT LR. 5 ABORTIVE 1 MISSING – PETROL = 1900 Gals. FORM B NO. BRIEFED BY S/LDR. MELROSE INTERROGATED BY S/Ldr Wilson, F/Lt SNELL. WEATHER } Haze over Target COMMENT. } Haze over Target NICKELS = NIL. SET COURSE = 1809. FORM Y NO: 204. [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET. [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHY [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COM. [o] SERIAL NO. [p] REMARKS [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] A [e] 1800 1/2 [f] 0146 [g] Primary [h] 2134 [i] 11,500 [j] A [m1] GD on 5 [n] [symbol] [o] 603 [a] H [b] NG 253 [c] F/O FOLLETT [symbol] [d] A [e] 1801 1/2 [f] 0141 [g] Primary [h] 2135 [i] 10,000 [j] A [m1] Fire & smoke on 5 [n] [symbol] [o] 604. [a] R [b] NG 495 [c] F/O REES [symbol] [d] A [e] 1759 1/2 [f] 0130 [g] Primary [h] 2136 [i] 12,500 [j] A [m1] Fire & smoke on 5 [n] [symbol] [o] 605 [a] L [b] LL 845 [c] F/O MACDONNELL [symbol] [d] A [e] 1802 1/2 [f] 0152 [g] Primary [h] 2135 1/2 [i] 9,800 [j] A [m1] Smoke & fire on 5 [n] [symbol] [o] 606 [a] U [b] NG 419 [c] F/O MACDONALD [symbol] [d] A [e] 1759 [f] 0159 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 607 [a] W [b] NG 499 [c] F/O. GRAVES [symbol] [d] A [e] 1800 [f] 0143. [g] Primary [h] 2134 [i] 11,000 [j] A [m1] Failure [n] [symbol] [o] 608 Summary of Operations:- 5 Lancasters dropped 5 x 12,000HC There was some haze over Target but the Town was clearly seen and the TI’s appeared accurately placed. Incendiaries were well spread over the Target and two explosions noted at 2134 1/2. The attack is thought to have been successful. There was slight H/F bursting below A/C at Target, and many fighter flares were seen on route in, over Target as far back as the Rhine. U (F/O McDonald) had a hang up over Target, but later released 1 x 12000lb HC at 48 42N 08 10E 2209 10,000. [underlined] WURZBURG NO [missing number] SQUADRON BATTLE ORDER 16th March, 1945. [/underlined] [underlined] “A” FLIGHT [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR. [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER [/underlined] [a] 1 [b] NG486 [c] “A” [d] F/O BUCKLEY [e] 20 [f] F/S WOOLEY [g] F/O SHUTLER [h] F/O NOLAN [i] W/O MOORE [j] F/S ROUND [k] F/S COPPERWAITE. [a] 1 [b] NG233 [c] “H” [d] F/O FOLLETT [e] 20 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDNER [j] SGT MCKEE [k] SGT LONG. [a] 1 [b] LL845 [c] “L” [d] F/O MACDONNELL [e] 3 [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT. [j] SGT DAVIES [k] SGT GREEN. [Underlined] “B” FLIGHT. [/underlined] [a] 1 [b] NG499 [c] “W” [d] F/O GRAVES [e] 1 [f] SGT BARBER [g] SGT JOHNSON [h] W/O CIPHERY [i] F/S WALDON [j] SGT BATTLE [k] SGT BERRY [a] 1 [b] NG419 [c] “U” [d] F/O MACDONALD [e] 11 [f] F/S CLARK [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS [b] NG495 [c] “R” [d] F/O REES [e] 17 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [page break] [underlined] VLOTHO (Railway Bridge) (Daylight) 157. DATE 19th MARCH 1945 TOT ORDERED 1100 – 1115. ACTUAL TOT 1108 – 1111 BOMB LOAD. A = TALLBOY fused 11 secs delay O.C.S KLP. DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR. 15 ABORTIVE 3 MISSING – PETROL: 1700 + 50 FORM ‘B’ NO. 558. BRIEFED BY: S/Ldr Wilson INTERROGATED BY: S/Ldr Wilson, S/O. Langley. WEATHER } Med cloud Viz good. COMMENT } Med cloud Viz good. NICKELS NIL SET COURSE 0818 FORM ‘Y’ NO 205 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] TIME LANDED [g] TARGET [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK [m] PHOTOGRAPHY [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT NO. [n] SORTIE COM [o] SERIAL NO [p] REMARKS [a] N [b] NG 278 [c] S/LDR MELROSE [symbol] [d] A [e] 0759 [f] 1405 [g] Primary [h] 1108 1/2 [i] 13,100 [j] A [m1] GD on F 3 [n] [symbol] [o] 605 [a] Y [b] LM 220 [c] F/L TWEDDLE [symbol] [d] A [e] 0811 [f] 1406 [g] Primary [h] 1108 [i] 12,200 [j] A [m1] GD on F 3 [n] [symbol] [o] 606 [a] W [b] NG 499 [c] F/Lt HARRIS [symbol] [d] A [e] 0815 [f] 1234 [g] RETURNED EARLY. [l] A [m1] N/A [n] x [o] 607 [a] F [b] NG 442 [c] F/Lt TAYLOR [symbol] [d] A [e] 0805 [f] 1437 [g] Primary [h] 1111 [i] 9,000 [j] A [n] [symbol] [o] 608 [a] L [b] LL 845 [c] F/LT MORRISON [symbol] [d] A [e] 0812 [f] 1231 [g] RETURNED EARLY [k] A [m1] N/A [n] x [o] 609 [a] P [b] NF 929 [c] F/Lt HARRIS [symbol] [d] A [e] 0800 [f] 1409 [g] NTA [l] A [m1] N/A [n] [symbol] [o] 610 [a] C [b] NG 242 [c] F/LT MACINTOSH [symbol] [d] A [e] 0814 [f] 1408 [g] Primary [h] 1110 [i] 12,000 [j] A [m1] GD on F 3 [n] [symbol] [o] 611 [a] V [b] PB 696 [c] F/O REES [symbol] [d] A [e] 0801 [f] 1422 [g] Primary [h] 1109 1/2 [i] 11,200 [j] A [m1] GD on F 3 [n] [symbol] [o] 612 [a] A [b] NG 486 [c] F/O JEFFS [symbol] [d] A [e] 0813 [f] 1420 [g] Primary [h] 1110 [i] 12,400 [j] A [m1] GD on F 3 [n] [symbol] [o] 613 [a] M [b] HK 791 [c] F/O SCOTT [symbol] [d] A [e] 0809 [f] 1423 [g] Primary [h] 1108 1/2 [i] 11700 [j] A [m1] G D on F 3 [n] [symbol] [o] 614 [a] J [b] NG 206 [c] F/O ARNDELL [symbol] [d] A [e] 0808 [f] 1411 [g] Primary [h] 1110 [i] 12 200 [j] A [m1] G D on F 3 [n] [symbol] [o] 615 [a] O [b] LM 217 [c] F/O WILEY [symbol] [d] A [e] 0802 [f] 1417 [g] Primary [h] 1109 1/2 [i] 11,500 [j] A [m1] G D on F 3 [n] [symbol] [o] 616 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] A [e] 0806 [f] 1414 [g] Primary [h] 1109 [i] 12250 [j] A [m1] G D on F 3 [n] [symbol] [o] 617 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 0803 [f] 1418 [g] Primary [h] 1110 [i] 11,500 [j] A [m1] G D on F 3 [n] [symbol] [o] 618 [a] G [b] PA 172 [c] F/O FOLLETT [symbol] [d] A [e] 0810 [f] 1410 [g] Primary [h] 1109 [i] 12,100 [j] A [m1] G D on F 3 [n] [symbol] [o] 619 [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] A [e] 0804 [f] 1425 [g] Primary [h] 1109 [i] 11,000 [j] A [m1] G D on F 3 [n] [symbol] [o] 620 [a] S [b] NG 249 [c] F/O MACDONALD [symbol] [d] A [e] 0818 [f] 1427 [g] Primary [h] 1108 [i] 11,750 [j] A [m1] G D on F 3 [n] [symbol] [o] 621 [a] B [b] NG 220 [c] F/O AYRTON [symbol] [d] A [e] 0807 [f] 1412 [g] Primary [h] 1109 [i] 11,000 [j] A [m1] G D on F 3 [n] [symbol] [o] 622 Summary of Operation:- 15 Lancasters dropped 15 Tallboy medium fused 11 secs delay. Bombing height band 11,000 to 13,100 ft There was some medium cloud at target – base about 14,000ft. Vis. good. In spite of a number of near misses, the bridge is not thought to have been damaged though bombs were seen to burst on either side of it within 25 yds. A fire was seen to be burning at the side of the Northern approach to the bridge – cause unknown. There was no flak at target and no E/A seen. Three a/c were slightly damaged by flak on return 20 to 30 miles East of the Rhine. W (F/Lt Harris) returned early after being late at posn D and unable to catch up with Force. Tallboy was brought back. L (F/Lt Morrison) returned early with Port Inner engine U/S. Tallboy jettisoned at 5125N 0250 1/2 E 1125 1/2 hrs 8,500ft. P (F/Lt Adams) was caught in a Slip Stream while on bombing run and did not bomb. Tallboy brought back. [page break] [underlined] NIENBURG [/underlined] [underlined] “A” FLIGHT. NO. 9 SQUADRON BATTLE ORDER 20th March, 1945. [/underlined] [a] MK. [b] NBR. [Underlined] [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] NE486 [c] “A” [d] P/O CAVEN [e] 2 [f] SGT LYALL [g] F/S COLE [h] F/S HARRIS [i] SGT MANNERS [j] SGT DOLLERY [k] SGT CLENTON [a] 1 [b] NG220 [c] “B” [d] F/O MCDONNELL [e] 4 [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIS [k] SGT GREEN [a] 1 [b] NG242 [c] “C” [d] F/L MACINTOSH [e] 37 [f] SGT COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] F/S TETLOW [j] F/S WOOD [k] F/S OWEN [a] 1 [b] NG487 [c] “D” [d] F/O WILLIAMS [e] 23 [f] F/S DOCHERTY [g] P/O LOCKERBY [h] P/O GOLD [i] F/S STENNER [j] F/S SALMON [k] W/O MULLETT [a] 1 [b] NG249 [c] “S” [d] F/L MORRISON [e] 25 [f] SGT AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] HK791 [c] “M” [d] F/O FOLLETT [e] 22 [f] SGT FLANAGAN [g] F/O HOWARTH [h] P/O MITCHELL [i] P/O GARNER [j] F/S STREET [k] F/S LONG [a] 1 [b] LM217 [c] “O” [d] F/O LAWS [e] 30 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1 [b] NG495 [c] “R” [d] F/L MARSH [e] 25 [f] F/S HARRISON [g] F/O BROWN [h] F/O CLARK [i] F/L COOK [j] SGT MARSHALL [k] F/S RICHES [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] NG278 [c] “N” [d] F/O MACDONALD [e] 13 [f] F/S CLARK [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS. [a] 1 [b] NF929 [c] “P” [d] F/L CAMSELL [e] 36 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEAVERS [j] F/O CRADDOCK [k] W/O DUNHAM [a] 1 [b] NG419 [c] “U” [d] + F/O HARPER [e] 27 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S RUTHWELL [a] 1 [b] PB696 [c] “V” [d] + F/O REES [e] 19 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1 [b] NG499 [c] “W” [d] F/O ANDERSON [e] 15 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1 [b] LM220 [c] “Y” [d] F/O AYRTON [e] 19 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES. WIND FINDING + [page break] [underlined] VLOTHO [/underlined] [underlined] “A” FLIGHT NO. 9 SQUADRON BATTLE ORDER 19th March, 1945. [/underlined] [a] MK. [underlined] [b] NMBR [c] LTR [d] CAPTAIN. [e] Sort. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATER. [sic] [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] NG486 [c] “A” [d] + F/O JEFFS [e] 21 [f] SGT HIGGINS [g] F/S MOUSLEY [h] W/O FISHER [i] F/S MACMILLAN [j] F/S THOMAS [k] F/S SYMONDS. [a] 1 [b] PA172 [c] “G” [d] F/O FOLLETT [e] 20 [f] SGT FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] P/O GARDINER [j] SGT MCKEE [k] SGT LONG. [a] 1 [b] NG242 [c] “C” [d] + F/O MACINTOSH [e] 36 [f] F/S COSSER [g] F/O HAWKINS [h] P/O RAMWELL [i] F/S TETLOW [j] SGT WOOD [k] SGT OWEN [a] 1 [b] NG442 [c] “F” [d] F/L TAYLOR [e] 42 [f] SGT DOHERTY [g] P/O CUNNINGHAM [h] P/O HOLMES [i] F/O COOPER [j] P/O FREEMAN [k] P/O YOUNG [a] 1 [b] NG235 [c] “H” [d] F/O LAWS [e] 29 [f] SGT HARRISON [g] W/O MIDDLETON [h]F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1 [b] NG206 [c] “J” [d] F/O ARNDELL [e] 24 [f] F/S JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] SGT BROWN [k] F/S RICHARDS. [a] 1 [b] LL845 [c] “L” [d] F/L MORRISON [e] 25 [f] F/S AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] HK791 [c] “M” [d] F/O SCOTT [e] 17 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [underlined] + Wind Finding. [/underlined] Reserves. [d] F/O ANDERSON [e] 15 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [d] F/L CAMSELL [e] 36 [f] P/O ANDREWS [g] F/S ASLIN [h] P/O GRAN [i] F/S BEEVERS [j] F/O CRADDOCK [k] W/O DUNHAM [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] NG278 [c] “N” [d] S/L MELROSE [e] 40 [f] P/O SELFE [g] P/O WILSON [h] F/O MORRIS [i] F/O WOLFE [j] F/S HOYLE [k] F/S HALLEY [a] 1 [b] LM217 [c] “O” [d] F/O WILEY [e] 21 [f] SGT WELSH [g] SGT VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE. [a] 1 [b] NF929 [c] “P” [d] F/L ADAMS [e] 35 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD. [a] 1 [b] NG495 [c] “R” [d] + F/O KEELEY [e] 27 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHALMERS [j] F/S CORNWELL [k] F/S JOHNSON [a] 1 [b] NG249 [c] “S” [d] F/O MACDONALD [e] 12 [f] F/S CLARK [g] F/S SHELDON [h] F/S BROWN [i] F/S PALMER [j] SGT JUBB [k] SGT WILLIAMS [a] 1 [b] NG419 [c] “U” [d] + F/O HARPER [e] 26 [f] SGT WHITWORTH [g] F/O HOME [h] P/O WILLIAMS [i] F/S IRWIN [j] F/S MCCANN [k] F/S ROTHWELL [a] 1 [b] PB696 [c] “V” [d] + F/O REES [e] 18 [f] SGT MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1 [b] NG499 [c] “W” [d] F/L HARRIS [e] 39 [f] SGT MELLORS [g] F/S YOUNG [h] F/O PARSONS [i] F/O BROWNLEE [j] P/O WILLIAMS [k] F/S LINAKER [a] 1 [b] LM220 [c] “Y” [d] F/L TWEDDLE [e] 35 [f] SGT HEATH [g] F/O SHIELDS [h] F/O JENNINGS [i] F/S CARSON [j] F/S FOOT [k] F/S MALLINSON [a] 1 [b] NG220 [c] “B” [d] F/O AYRTON [e] 18 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCROFT [k] F/S DAVIES [underlined] + Wind Finding. [/underlined] [page break] [underlined] NIENBURG (Railway Bridge Nearby) [/underlined] 158. DATE 20th MARCH 1945 T.O.T. ORDERED 1700 ACTUAL TOT. 1700 – 1702 BOMB LOAD. A = 12 x 1,000lb MC tail inst. O.C.S. LQC. DETAILED 14 TOOK OFF 14 ATTACKED P. ALT LR. 13 1 ABORTIVE – MISSING – PETROL – 1600 + 50 gallons. FORM ‘B’ No 559 BRIEFED BY:- S/LDR WILSON INTERROGATED BY:- S/LDR WILSON, S/O. LANGLEY. WEATHER } Clear. COMMENT } Clear. NICKELS - NIL SET COURSE – 1516 FORM ‘Y’ No 206 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] A [e] 1450 [f] 1948 [g] Primary [h] 1700 [i] 14,000 [j] A [m1] G.D on frame 3 [n] [symbol] [o] 626 [a] R [b] NG 495 [c] F/LT MARSH [symbol] [d] A [e] 1446 [f] 1938 [g] Primary [h] 1700 1/2 [i] 13700 [j] A [m1] G.D on frame 3 [n] [symbol] [o] 623 [a] S [b] NG 249 [c] F/LT MORRISON [symbol] [d] A [e] 1445 [f] 1942 [g] Primary [h] 1701 [i] 14,000 [j] A [m1] G.D on frame 3 [n] [symbol] [o] 625 [a] C [b] NG 242 [c] F/LT McINTOSH [symbol] [d] A [e] 1451 [f] 1943 [g] Primary [h] 1702 [i] 12,000 [j] A [m1] GD on frame 3 [n] [symbol] [o] 624 [a] O [b] LM 217 [c] F/O LAWS [symbol] [d] A [e] 1453 [f] 1954 [g] Primary [h] 1701 [i] 13,250 [j] A [m1] GD on frame 3 [n] [symbol] [o] 629 [a] V [b] PB 696 [c] F/O REES [symbol] [d] A [e] 1452 [f] 1950 [g] Primary [h] 1701 [i] 12,750 [j] A [m1] GD on frame 3 [n] [symbol] [o] 634 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] A [e] 1449 [f] 1944 [g] Primary [h] 1701 [i] 13,500 [j] A [m1] GD on frame 3 [n] [symbol] [o] 633 [a] W [b] NG 499 [c] F/O ANDERSON [symbol] [d] A [e] 1457 [f] 1957 [g] Primary [h] 1700 1/4 [i] 12,600 [j] A [m1] GD on frame 3 [n] [symbol] [o] 635 [a] N [b] NG 278 [c] F/O McDONALD [symbol] [d] A [e] 1447 [f] 1946 [g] Primary [h] 1701 1/2 [i] 12,000 [j] 11 x 1000lb MC [k] 1 x 1,000lb MC [m1] GD on frame 3 [n] [symbol] [o] 632 [a] M [b] HK 791 [c] F/O FOLLETT [symbol] [d] A [e] 1454 [f] 1947 [g] Primary [h] 1701 1/2 [i] 12,500 [j] A [m1] GD on frame 3 [n] [symbol] [o] 630 [a] Y [b] LM 220 [c] F/O AYRTON [symbol] [d] A [e] 1448 [f] 1955 [g] Alternative [h] 1711 [i] 13,000 [j] A [m1] GD on frame 3 [n] [symbol] [o] 636 [a] D [b] NG 487 [c] F/O WILLIAMS [d] A [e] 1456 [f] 1941 [g] Primary [h] 1700 [i] 13,500 [j] 11 x 1000lbMC [k] 1 x 1,000lb M.C. [m1] GD on frame 3 [n] [symbol] [o] 631 [a] B [b] NG 220 [c] F/O McDONNELL [symbol] [d] A [e] 1455 [f] 1951 [g] Primary [h] 1700 1/2 [i] 12,750 [j] 10 x 1000lb MC [k] 2 x 1,000lb M.C. [m1] GD on frame 3 [n] [symbol] [o] 628 [a] A [b] NE 486 [c] F/O CAVEN [symbol] [d] A [e] 1458 [f] 1952 [g] Primary [h] 1700 1/2 [i] 13,300 [j] A [m1] GD on frame 3 [n] [symbol] [o] 627 Summary of Operations:- 13 Lancasters dropped 152 x 1,000lb MC fused tail inst. in the Primary and 1 Lancaster dropped 12 x 1,000lb M.C fused tail inst on an alternative target. Bombing height band 12000 to 14,000 ft. There was some cloud on the run up but over target conditions were clear. A number of sticks were seen to straddle the bridge and it was considered damaged though the structure was still standing when a/c left. Three craters were seen on the railway line at the West end of the bridge. About 6 bursts of H/F from the target area damaged 2 a/c – no E/A were seen. The escort was described as excellent. Y (F/O Ayrton) was caught in a slip stream on the bombing run and did not release bombs. A road bridge over a railway 2 miles SW of Preuszstrohen (5229N 0837E) was attacked with unobserved results. B (FO McDonnell) has 2 x 1,000lb MC. hang up – they were jettisoned safe at 5251N 0227E 1857 hr 9,000ft. D (F/O Williams) had 1 x 1,000lb MC. it was jettisoned safe by diving the a/c 5238N 0430E 1828hrs 13,000ft. N (F/O McDONALD) had 1 x 1,000lb MC. hang up: it was jettisoned live at 5240N 0350E 1834 hrs 9,000ft. [page break] [underlined] BREMEN [/underlined] 159. DATE 22nd MARCH 1945. T.O.T. ORDERED 1400 ACTUAL T.O.T. 1408 – 1409 BOMB LOAD. A = TALLBOY (medium) fused 1 hour delay B = TALLBOY (medium) fused 25 secs delay O.C.S. NUT DETAILED 18 TOOK OFF 17 ATTACKED P. ALT LR 15. 1. ABORTIVE 1. MISSING – PETROL – 1600 + 50 gallons FORM ‘B’ No 563 BRIEFED BY: S/LDR WILSON INTERROGATED BY: S/LDR WILSON, S/O LANGLEY. WEATHER } Clear. COMMENT } Clear. NICKELS - NIL SET COURSE – 1221 FORM ‘Y’ No 207 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT NO [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] P [b] NF 929 [c] F/LT CAMSELL [symbol] [d] B [e] 1133 [f] LUDHAM 1627 [g] Primary [h] 1407 [i] 19,100 [j] B [m1] GD on [n] [symbol] [o] 645 [a] G [b] PA 172 [c] F/LT MARSH [symbol] [d] B [e] 1145 [f] 1610 [g] Primary [h] 1408 [i] 19,500 [j] B [m1] GD on B.4 [n] [symbol] [o] 641 [a] L [b] LL 845 [c] F/LT MORRISON [symbol] [d] B [e] 1142 [f] 1706 [g] Primary [h] 1409 [i] 17,700 [j] B [m1] GD on B.4 [n] [symbol] [o] 644 [a] Q [b] HK 803 [c] F/LT ADAMS [symbol] [d] B [e] 1136 1/2 [f] 1621 [g] Primary [h] 1408 1/2 [i] 18,800 [j] B [m1] GD on B.4 [n] [symbol] [o] 649 [a] Y [b] LM 220 [c] F/LT TWEDDLE [symbol] [d] B [e] 1134 [f] 1252 [g] RETURNED EARLY [k] B [m1] N/A [n] x [o] 654 [a] M [b] HK 791 [c] F/LT MORGAN [symbol] [d] B [e] 1143 1/2 [f] 1620 [g] Alternative [h] 1408 [i] 18,300 [j] B [m1] GD on B.4 [n] [symbol] [o] 645 [a] R [b] NG 495 [c] F/O KEELEY [symbol] [d] A. [e] 1135 [f] 1615 [g] Primary [h] 1408 [i] 18,200 [j] A [m1] G.D on B.5 [n] [symbol] [o] 650 [a] H [b] NG 235 [c] F/O LAWS [symbol] [d] B [e] 1138 [f] 1611 1/2 [g] Primary [h] 1408 1/2 [i] 18,500 [j] B [m1] G.D on B.4 [n] [symbol] [o] 642 [a] V [b] PB 696 [c] F/O REES [symbol] [d] A [e] CANCELLED. [m1] N/A [n] x [o] 652 [a] D [b] NG 487 [c] F/O WILLIAMS [symbol] [d] A [e] 1140 [f] 1703 [g] Primary [h] 1408 [i] 18,200 [j] A [m1] GD on B.4 [n] [symbol] [o] 639 [a] C [b] NG 242 [c] F/O SCOTT [symbol] [d] A [e] 1137 [f] 1617 [g] Primary [h] 1408 [i] 18,900 [j] A. [m1] GD on B.4 [n] [symbol] [o] 638 [a] A [b] NG 486 [c] F/O STOWELL [symbol] [d] A [e] 1143 [f] 1613 [g] Primary [h] 1408 [i] 18,600 [j] A [m1] G.D on B 5. [n] [symbol] [o] 637 [a] J [b] NG 206 [c] F/O LANGDON [symbol] [d] A [e] 1136 [f] 1609 [g] Primary [h] 1408 [i] 19,000 [j] A [m1] GD on B4 [n] [symbol] [o] 643 [a] F [b] NG 442 [c] F/O McDONNELL [symbol] [d] B [e] 1139 [f] 1619 [g] Primary [h] 1408 [i] 18,700 [j] B [m1] GD on B4 [n] [symbol] [o] 640 [a] N [b] LM 278 [c] F/O WATERS [symbol] [d] B [e] 1132 [f] 1603 [g] Primary [h] 1408 [i] 19,000 [j] B [m1] GD on B4 [n] [symbol] [o] 646 [a] O [b] LM 217 [c] F/O AYRTON [symbol] [d] A [e] 1146 [f] 1608 [g] Primary [h] 1408 1/2 [i] 18,400 [j] A. [m1] GD on B4 [n] [symbol] [o] 647 [a] S [b] NG 249 [c] F/O ANDERSON [symbol] [d] A [e] 1144 [f] 1657 [g] Primary [h] 1409 [i] 18,400 [j] A [m1] GD on B4 [n] [symbol] [o] 651 [a] W [b] NG 499 [c] P/O GRAVES [symbol] [d] A [e] 1141 [f] 1607 [g] Primary [h] 1408 1/4 [i] 18,500 [j] A [m1] GD on B4 [n] [symbol] [o] 653 Summary of Operation:- 8 Lancasters dropped 8 Tallboys medium fused 1 hr delay and 6 Lancasters 6 Tallboys Medium fused 25 seconds on the primary and 1 Lancaster dropped 1 Tallboy medium fused 25 seconds delay on an alternative target. Bombing height band 17,700 to 19,500ft. Weather was clear and the railway bridge clearly seen by crews on run up. After the first few Tallboys had gone down the bridge became obscured by smoke and it was not possible to see whether it had been hit, but the bombing was fairly concentrated and appeared accurate. The road bridge adjacent to the rail bridge was seen straddled by a stick of bombs and a number of sticks were seen to fall across the M/Y and in the Town. M (F/L Morgan) was unable to get the primary target in the bombsight on the bombing run owing to smoke and bombed the M/Y with unobserved results. P (F/L Camsell) land away with both st’bd engines U/S from flak damage. Y (F/Lt Tweddle) returned early with P/I engine U/S Tallboy medium fused 25 secs was jettisoned safe at 5303N 0041 1/2 E 1229 5,800ft. V (F/O Rees) was cancelled before take off owing to a burnt out starter motor. No enemy were seen, but there was intense, accurate heavy flak in the target area and 8 a/c were damaged, 2 having to return on 3 engines and 1 on 2 engines. The fighter escort was not seen. [page break] [underlined] NO. 9 SQUADRON BATTLE ORDER – 23rd. MARCH, 1945. BAD OEYNHAUSEN [/underlined] [underlined] “A” FLIGHT [/underlined] [underlined] [a] MK. [b] A/C NO. [c] LTR. [d] CAPT. [e] SORT. [f] F/ENGINEER [g] NAVIGATORS. [h] AIR BOMBERS [i] W/OPERATOR [j] M.U. GUNNER [k] R. GUNNER [/underlined] [a] 1 [b] NG.486 [c] A [d] F/L. MORGAN [e] 4 [f] SGT POCOCK [g] P/O. REID [h] F/S. CURRIE [i] P/O. BLUNT [j] W/O. LEGG [k] W/O. MARTIN [a] 1 [b] + PA.172 [c] G [d] F/O. FOLLETT [e] 23 [f] SGT. FLANAGAN [g] F/O. HOWARTH [h] P/O. MITCHELL [i] P/O. GARDNER [j] SGT. McKEE [k] SGT. LONG [a] 1 [b] +NG.220 [c] B [d] F/O. STOWELL [e] 29 [f] SGT. SPALDING [g] F/S. TAYLOR [h] F/S. LIVERSEDGE [i] W/O. MALLINGTON [j] F/S. BICKER [k] F/S. ALSOPP [a] 1 [b] + NG.206 [c] J [d] F/L. TAYLOR [e] 43 [f] SGT. DOHERTY [g] F/O. CUNNINGHAM [h] P/O. HOMES [sic] [i] P/O. BURNS [j] P/O. FREEMAN [k] P/O. YOUNG [a] 1 [b] NG.235 [c] H [d] F/O. MACDONNELL [e] 6 [f] SGT. PHILLIPS [g] F/O. CHORNY [h] F/O. FRICKER [i] SGT. PLANT [j] SGT. DAVIS [k] SGT. GREEN [a] 1 [b] NG.487 [c] D [d] F/O. WILLIAMS [e] 25 [f] P/O. WOODLAND [g] P/O. LOCKERBIE [h] P/O. GOLD [i] F/S. STENNER [j] F/S. MILLS [k] F/S. HARVEY [a] 1 [underlined] “B” FLIGHT [/underlined] [a] 1 [a] 1 [b] NG.278 [c] N [d] F/O. WATERS [e] 14 [f] SGT. GREGORY [g] P/O. WILSON [h] F/S. COXON [i] W/O. REDWOOD [j] F/S. JONES [k] F/S. BOOTH [a] 1 [b] NG.495 [c] R [d] F/O. IRWIN [e] 2 [f] F/S. TRASK [g] F/S. GEORGE [h] F/S. GRAVES [i] SGT. BRAVINER [j] SGT. PARRY [k] SGT. DAVIES [a] 1 [b] + NG.499 [c] W [d] F/O. REES [e] 20 [f] SGT. WELLS [g] F/S. HAMMOND [h] F/S. Mc.INTOSH [i] F/S. MORROW [j] F/S. KING [k] F/S. HEPPEL [a] 1 [b] LM.220 [c] Y [d] F/L. TWEDDLE [e] 36 [f] P/O. MACDONNELL [g] P/O. SHIELDS [h] F/O. JENKINS [i] F/S. CARSON [j] F/S. FOOT [k] F/S. MALLINSON [a] 1 [b] NG.249 [c] S [d] F/O. ANDERSON [e] 16 [f] SGT. LOAKES [g] F/S. VIVIAN [h] F/S. SUMNER [i] F/S. CORNFOOT [j] SGT. ASHWORTH [k] SGT. HARRISON + Aircraft detailed for +Windfinding. [page break] [underlined] BREMEN [/underlined] [underlined] “A” FLIGHT. BATTLE ORDER FOR NO. 9 SQUADRON 22nd March, 1945. [/underlined] [underlined] [a] Mk. [b] NBR. [c] LTR [d] CAPTAIN [e] SORT [f] F/ENGINEER. [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER [/underlined] [deleted] [a] 1 [b] NG486 [c] “A” [d] F/O SCOTT [e] 18 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [/deleted] [a] 1 [b] [deleted] NG220 [/deleted] NG486. [c] [deleted] “B” [/deleted] A [d] F/O STOWELL [e] 28 [f] SGT SPALDING [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] W/O MILLINGTON [j] SGT BICKER [k] F/S ALLSOP [a] 1 [b] NG242 [c] “C” [d] deleted] F/O CAVEN [e] 3 [f] SGT LYALL [g] F/S COLE [h] F/S HARRIS [i] SGT MANNERS [j] SGT DOLLERY [k] SGT CLENTON [/deleted] F/O SCOTT & CREW [a] 1 [b] NG487 [c] “D” [d] F/O WILLIAMS [e] 24 [f] SGT DOHERTY [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] F/S SALMON [k] W/O MULLETT [a] 1 [b] NG442 [c] “F” [d] F/O MACDONNELL [e] 5 [f] SGT PHILLIPS [g] P/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIES [k] SGT GREEN [a] 1 [b] PA172 [c] “G” [d] F/L MARSH [e] 26 [f] F/S HARRISON [g] P/O BROWN [h] F/O CARR [i] F/L COOK [j] SGT MARSHALL [k] F/S RICHES [a] 1 [b] NG235 [c] “H” [d] F/O LAWS [e] 31 [f] SGT HARRISON [g] W/O MIDDLETON [h] F/O MACDONALD [i] P/O CHARLTON [j] F/S GLASPER [k] SGT CHARLTON [a] 1 [b] NG206 [c] “J” [d] F/O LANGDON [f] F/O OWEN [g] F/O LEWIS [h] F/O DEAR [i] F/O COOPER [j] [deleted] SGT STREET [/deleted] F/O EVANS [k] F/O FITZGERALD [a] 1 [b] LL845 [c] “L” [d] F/L MORRISON [e] 26 [f] F/S AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] HK791 [c] “M” [d] F/L MORGAN [e] 3 [f] SGT POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEGG [k] W/O MARTIN [underlined] “B” FLIGHT [/underlined] [a] 1 [b] LM278 [c] “N” [d] F/O WATERS [e] 14 [f] SGT GREGORY [g] P/O WILSON [h] F/S COXON [i] [indecipherable rank] REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1 [b] LM217 [c] “O” [d] F/O AYRTON [e] 20 [f] SGT HUDDLESTONE [g] SGT HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S [indecipherable name] [a] 1 [b] NF929 [c] “P” [d] F/L CAMSELL [e] 37 [f] P/O ANDREWS [g] F/S ASLIN [h] F/O GRAN [i] F/S BEEVERS [j] [deleted] F/S CRADDOCK [/deleted] F/S STREET [k] /O DURHAM [a] 1 [b] HK803 [c] “Q” [d] F/L ADAMS [e] 36 [f] F/S BROWN [g] F/S LYNHAM [h] F/S JACKSON [i] F/S FAUCHEUX [j] F/S STEBBINGS [k] F/S WHITFIELD [a] 1 [b] NG495 [c] “R” [d] F/O KEELEY [e] 28 [f] P/O WOTHERSPOON [g] P/O CHORNY [h] F/S TANNER [i] F/S CHAMBERS [j] F/S CORNWELL [k] F/S JOHNSON [deleted] [a] 1 [b] NG249 [c] “S” [d] F/O MACDONALD [e] 14[symbol] [f] F/S CLARK [g] F/S CHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS [/deleted] [a] 1 [b] [deleted] NG413 [/deleted] NG249 [c] [deleted] “H” [/deleted] S [d] F/O ANDERSON [e] 16 [f] SGT LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1 [b] PB696 [c] “V” [d] F/O REES [e] 20 [f] SGT [deleted] WELSH [/deleted] HIGGINS [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [a] 1 [b] NG499 [c] “W” [d] P/O GRAVES [e] 2 [f] SGT BARBER [g] SGT JOHNSON [h] W/O CIPHERY [i] F/S WALDON [j] SGT BATTLE [k] SGT BARRY [a] 1 [b] LM220 [c] “Y” [d] F/L TWEDDLE [e] 36 [f] [inserted] SGT DOHERTY. [inserted] [g] P/O SHIELDS [h] F/O JENNINGS [i] F/S CARSONS [j] F/S FOOT [k] F/S MALLINSON [page break] [underlined] BAD OEYNHAUSEN [/underlined] 160 DATE 23rd March 1945 TOT ORDERED 1600 ACTUAL TOT. 1608 1/2 – 1610 ¾ BOMB LOAD. A = TALLBOY fused 11 secs delay B = TALLBOY fused 25 secs delay. O.C.S. WFN DETAILED 11 TOOK OFF 11 ATTACKED P. ALT LR. 10 ABORTIVE 1 MISSING. PETROL: 1600 + 50 Galls. FORM ‘B’ NO 567 BRIEFED BY: S/Ldr Wilson INTERROGATED BY: S/Ldr Wilson, S/O LANGLEY. WEATHER } Clear Slight haze COMMENT } Clear Slight haze NICKELS: NIL S/C: 1352 FORM ‘Y’ NO. 208 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] NO. [n] SORTIE COMP [o] SERIAL NO [p] REMARKS [a] Y [b] LM 220 [c] F/L TWEDDLE [symbol] [d] A [e] 1348 [f] 1825 [g] Primary [h] 1608 1/2 [i] 13,000 [j] A [m1] GD on F 5 [n] [symbol] [o] 664 [p] Leader [a] J [b] NG 206 [c] F/L TAYLOR [symbol] [d] A [e] 1345 [f] 1814 [g] Primary [h] 1609 [i] 13,400 [j] A [m1] GD on F4 [n] [symbol] [o] 658 [p] Assessor [a] A [b] NG 486 [c] F/L MORGAN [d] A [e] 1343 [f] 1820 [g] Primary [h] 1610 [i] 12,600 [j] A [m1] GD on F4 [n] [symbol] [o] 655 [a] S [b] NG 248 [c] F/O ANDERSON [symbol] [d] B [e] 1337 [f] 1817 [g] Primary [h] 1610 3/4 [i] 13,000 [j] B [m1] GD on F4 [n] [symbol] [o] 665 [a] B [b] NG 220 [c] F/O STOWELL [symbol] [d] A [e] 1344 [f] 1816 [g] Primary [h] 1610 1/2 [i] 13,600 [j] A [m1] GD on F4 [n] [symbol] [o] 657 [p] W/F [a] D [b] NG 487 [c] F/O WILLIAMS [symbol] [d] B [e] 1336 [f] 1832 [g] Primary [h] 1610 [i] 13,300 [j] B [m1] GD on F4 [n] [symbol] [o] 660 [a] G [b] PA 172 [c] F/O FOLLETT [symbol] [d] A [e] 1342 [f] 1834 [g] N.T.A. [k] A [m1] N/A [n] [symbol] [o] 656 [p] W/F Deputy [a] H [b] NG 235 [c] F/O McDONNELL [symbol] [d] A [e] 1340 [f] 1819 [g] Primary [h] 1610 1/2 [i] 13,000 [j] A [m1] GD on F4 [n] [symbol] [o] 659 [p] W/F [a] N [b] LM 278 [c] F/O WATERS [symbol] [d] B [e] 1335 [f] SEETHING [g] Primary [h] 1610 [i] 12,800 [j] B [m1] GD on F4 [n] [symbol] [o] 661 [a] R [b] NG 495 [c] F/O IRWIN [symbol] [d] B [e] 1339 [f] 1823 [g] Primary [h] 1611 [i] 12,800 [j] B [m1] GD on F 5 [n] [symbol] [o] 662 [a] W [b] NG 499 [c] F/O REES [symbol] [d] B [e] 1341 [f] 1822 [g] Primary [h] 1610 1/2 [i] 13,600 [j] B [m1] GD on F.4. [n] [symbol] [o] 663 Summary of Operation:- 5 Lancasters dropped 5 Tallboy medium fused 11 seconds and 4 Lancasters dropped 4 Tallboy medium fused 25 seconds delay. Bombing height band 12,600 to 13,900. Weather over target was clear except for slight haze. There was some concentrated bombing, and the bridge is believed to have been hit, though observation of results was hindered by smoke from bomb bursts. There was moderate accurate flak from the target area, 4 a/c being holed. G (F/O Follett) was attacked by a M E. 262 after wind finding, the a/c being considerably damaged owing to this, target was not attacked and one Tallboy medium fused 11 secs was jettisoned live at 5215N 0830E 1604, 12,200ft. N (F/O Waters) was also attacked by a fighter and landed at Seething with one engine u/s and other damage. [page break] [underlined] FARGE [/underlined] 161 DATE 27th MARCH ‘45 T.O.T. ORDERED 1300 – 1304 ACTUAL T.O.T. 1301 – 1303 BOMB LOAD. A = TALLBOY fused 1/2 hour delay O.C.S. UQT DETAILED 15 TOOK OFF 15 ATTACKED P. ALT LR. 15 ABORTIVE MISSING – PETROL = 1600 + 50 gallons. FORM ‘B’ No. 571 BRIEFED BY:- S/LDR WILSON INTERROGATED BY:- S/LDR WILSON, S/O LANGLEY. WEATHER } Clear vis good. COMMENT } Clear vis good. NICKELS = NIL SET COURSE = CROMER 1133. FORM ‘Y’ No 209 [a] A/C [b] AIRCRAFT NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM: [o] SERIAL No [p] REMARKS [a] M [b] HK 791 [c] F/LT. MARSH [d] A [e] 1044 [f] 1500 [g] Primary [h] 1302 [i] 17,000 [j] A [m1] GD on F 4 [n] [symbol] [o] 670 [p] B/L. [a] W [b] NG 499 [c] F/LT HARRIS [d] A [e] 1041 [f] 1458 [g] Primary [h] 1302 1/2 [i] 16,900 [j] A [m1] GD on F 4 [n] [symbol] [o] 680 [a] Q [b] HK 803 [c] F/LT ADAMS [d] A [e] 1043 [f] 1501 [g] Primary [h] 1302 1/2 [i] 16,800 [j] A [m1] GD on F 4 [n] [symbol] [o] 675 [p] DEPUTY B/L. [a] L [b] LL 845 [c] F/LT MORGAN [d] A [e] 1045 [f] 1509 [g] Primary [h] 1301 [i] 16,500 [j] A [m1] GD on F 4 [n] [symbol] [o] 666 [a] B [b] NG 220 [c] F/O STOWELL [d] A [e] 1048 [f] 1453 [g] Primary [h] 1303 [i] 15,600 [j] A [m1] GD on F 4 [n] [symbol] [o] 668 [a] F [b] NG 442 [c] F/O. FOLLETT [d] A [e] 1043 1/2 [f] 1511 [g] Primary [h] 1302 1/2 [i] 16,100 [j] A [m1] GD on F 4 [n] [symbol] [o] 667 [a] O [b] LM 217 [c] F/O. WILEY [d] A [e] 1036 [f] 1456 [g] Primary [h] 1303 [i] 16,100 [j] A [m1] GD on F 4 [n] [symbol] [o] 674 [a] R [b] NG 495 [c] F/O. KEELEY [d] A [e] 1037 [f] 1452 [g] Primary [h] 1302. [i] 16,800 [j] A [m1] GD on F 4 [n] [symbol] [o] 676 [a] S [b] NG 249 [c] F/O. AYRTON [d] A [e] 1036 1/2 [f] 1459 [g] Primary [h] 1302 1/2 [i] 16,400 [j] A [m1] GD on F 4 [n] [symbol] [o] 677 [a] J [b] NG 206 [c] F/O. SCOTT [d] A [e] 1047 [f] 1510 [g] Primary [h] 1302 [i] 16,600 [j] A [m1] GD on F 4 [n] [symbol] [o] 672 [a] V [b] PB 696 [c] F/O. REES [d] A [e] 1038 [f] 1502 [g] Primary [h] 1302 1/2 [i] 16,700 [j] A [m1] GD on F 4 [n] [symbol] [o] 679 [a] U [b] NG 419 [c] F/O. WATERS [d] A [e] 1039 [f] 1455 [g] Primary [h] 1302 1/2 [i] 15,800 [j] A [m1] GD on F 4 [n] [symbol] [o] 678 [a] H [b] NG 235 [c] F/O. McDONELL [d] A [e] 1046 [f] 1518 [g] Primary [h] 1303 [i] 16,000 [j] A [m1] GD on F 4 [n] [symbol] [o] 669 [a] D [b] NG 487 [c] F/O. CAVEN [d] A [e] 1042 [f] 1508 [g] Primary [h] 1303 [i] 15,500 [j] A [m1] GD on F 4 [n] [symbol] [o] 671 [a] A [b] NG 486 [c] F/O. LANGDON [d] A [e] 1040 [f] 1503 [g] Primary [h] 1302. [i] 16,000 [j] A [m1] GD on F 4 [n] [symbol] [o] 673 Summary of Operation:- Bombing Height 15,000 – 17,000ft 15 Lancasters dropped 15 Tallboy medium fused 1/2 hr delay. Crews had no difficulty in identifying the Aiming Points. In view of the bomb fusing results were generally unobserved, but 3 believed Tallboy medium were seen to overshoot the Aiming Point by about 1/2 mile and burst in the wood. A fire was seen burning 1/2 mile SW of A/P as a/c left. The attack is thought to have been successful. No 617 Squadrons Aiming Point was observed to be covered in a cloud of dust. No enemy A/C were seen Slight to moderate H/F from Target area, one A/C being damaged. [page break] [underlined] FARGE [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER. 2 [deleted] 6 [/deleted] 7th MARCH, 1945. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] [a] MK. [b] NMBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENG. [g] NAV. [h] A/B. [i] W/OP. [j] MID UPPER. [k] REAR GUNNER. [/underlined] [a] 1 [b] LL 845 [c] L [d] F/LT. MORGAN. [e] 5 [f] SGT. POCOCK. [g] P/O REID. [h] F/SGT. CURRIE. [i] P/O. BLUNT. [j] W/O. LEGGE. [k] W/O. MARTIN. [a] 1 [b] NG 442 [c] F [d] F/O. FOLLETT. [e] 24 [f] SGT. FLANAGAN. [g] F/O. HOWARTH. [h] F/O. MITCHELL. [i] P/O. GARDNER. [j] SGT. MCKEE. [k] SGT. LONG. [a] 1 [b] NG 220 [c] B [d] F/O. STOWELL. [e] 30 [f] SGT. SPALDING/ [g] F/SGT. TAYLOR. [h] F/SGT. LIVERSEDGE. [i] W/O. MALINGTON. [j] F/SGT. BICKER. [k] F/SGT. ALSOPP. [a] 1 [b] NG 235 [c] H [d] F/O. MACDONNEL. [e] 7 [f] SGT. PHILLIPS. [g] F/O. CHORNY. [h] F/O. FRICKER. [i] SGT. PLANT. [j] SGT. DAVIES. [k] SGT. GREEN. [a] 1 [b] NG 486 [c] M [d] F/LT. MARSH. [e] 27 [f] SGT. HIGGINS. [g] P/O. BROWN. [h] F/O. CARR. [i] F/LT. COOK. [j] SGT. MARSHALL. [k] F/SGT. RICHES. [a] 1 [b] NG 487 [c] D [d] F/O. CAVEN. [e] 3 [f] SGT. LYALL. [g] F/SGT. COLE. [h] F/SGT. HARRIS. [i] SGT. MANNERS. [j] SGT. DOLLERY. [k] SGT. CLENTON. [a] 1 [b] NG 206 [c] J [d] F/O. SCOTT. [e] 19 [f] P/O. BAKER. [g] F/SGT. HAYDEN. [h] F/SGT. BROOKBANK. [i] W/O. MOSSENSON. [j] F/SGT. GRAY. [k] F/SGT. JEPSON. [a] 1 [b] HK 791 [c] A [d] F/O. LANGDON. [e] 1 [f] F/O. OWEN. [g] SGT. GEORGE. [h] F/O. DEAR. [i] F/O. COOPER. [j] [inserted] W/O MULLETT [/inserted] [k] F/O. FITZGERALD. [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] LM 217 [c] O [d] F/O. WILEY. [e] 22 [f] SGT. WELSH. [g] F/SGT. VERNEY. [h] SGT. EVANS. [i] F/SGT. RODGERS. [j] F/SGT. LUCAS. [k] F/SGT. LANE. [a] 1 [b] HK 803 [c] Q [d] F/LT. ADAMS. [e] 37 [f] F/SGT. BROWN. [g] F/SGT. LYNAM. [h] F/SGT. JACKSON. [i] F/SGT. FAUCHEUX. [j] F/SGT. STEBBINGS. [k] F/SGT. WHITFIELD. [a] 1 [b] NG 495 [c] R [d] F/O. KEELEY. [e] 29 [f] P/O. WOTHERSPOON. [g] P/O. CHORNY. [h] F/SGT. TANNER. [i] F/SGT. CHAMBERS. [j] F/SGT. CORNWELL. [k] F/SGT. JOHNSTON. [a] 1 [b] NG 249 [c] S [d] F/O. AYRTON. [e] 21 [f] SGT. HUDDLESTONE. [g] SGT. HERKES. [h] F/SGT. BARDSLEY. [i] SGT. SCOTT. [j] F/SGT. CHALCROFT. [k] F/SGT. DAVIES. [a] 1 [b] NG 419 [c] U [d] F/O. WATERS. [e] 16 [f] SGT. GREGORY. [g] P/O. WILSON. [h] F/SGT. COXON. [i] W/O. REDWOOD. [j] SGT. JONES. [k] SGT. BOOTH. [a] 1 [b] PB 696 [c] V [d] F/O. REES. [e] 21 [f] SGT. MAYHEW. [g] SGT. HAMMOND. [h] F/SGT. MACKINTOSH. [i] F/SGT. MORROW. [j] SGT. KING. [k] F/SGT. HEPPELL. [a] 1 [b] NG 499 [c] W [d] F/LT. HARRIS. [e] 39 [f] SGT. MELLORS. [g] F/SGT. YOUNG. [h] F/O. PARSONS. [i] F/O. BROWNLIE. [j] P/O. WILLIAMS. [k] F/SGT. LINAKER. [underlined] RESERVE. [/underlined] [d] F/O. ANDERSON. [e] 18 [f] F/SGT. LOAKES. [g] F/SGT. VIVAN. [h] F/SGT. SUMNER. [i] F/SGT. CORNFOOT. [j] SGT. ASHWORTH. [k] SGT. HARRISON. [page break] [underlined] NORDHAUSEN FILM UNIT [/underlined] 162. [underlined] DATE [/underlined] 4th APRIL. 45 [underlined] T.O.T [Underlined] 0914 [underlined] O.C.S. [/underlined] NVC [underlined] DETAILED [/underlined] 1 [underlined] TOOK OFF [/underlined] 1 [underlined] ATTACKED [/underlined] Primary [underlined] ABORTIVE [/underlined] – [underlined] MISSING [/underlined] – [underlined] BOMB LOAD [/underlined] A 1 x 4,000lb HC 025 16 x 500lb M.C. 025 [underlined] PETROL [/underlined] = 1800 gallons [underlined] NICKELS [/underlined]: NIL. [underlined] FORM ‘Y’ No. [/underlined] [underlined] FORM ‘B’ No 576 [underlined] BRIEFED BY: [/underlined] WADDINGTON [underlined] INTERROGATED BY: [/underlined] S/LDR WILSON [underlined] WEATHER [/underlined] = Clear. A/C ‘V’ A/C No. PD 337 CAPTAIN F/LT SKELTON BOMB LOAD A TIME OFF 0628 LANDED 1228 ATTACKED Primary TIME 0914 HEIGHT 16,300 BOMBS DROPPED A BOMBS BROUGHT BACK – JETTISONED – PHOTOGRAPH GD on 4 SORTIE COMPLETED [symbol] SERIAL NUMBER 1 REMARKS. Film shot at 16,500 feet. CREW LIST: CAPTAIN. F/LT SKELTON (39) F/ENG. F/SGT. FURLONG. NAV. P/O. VIDAL. A/B. P/O. BURKS. W/OP. P/O. MORRISON M/U. W/O. LESCHEN R/G. F/SGT. McKENZIE No.1 CAMERA MAN. P/O. BUCKLAND. No. 2 CAMERAMAN. F/SGT. PEARCE. [underlined] Summary of Operation [/underlined]:- 1 Lancaster dropped 1 x 4,000lb HC and 16 x 500lb M.C. fused T.D. .025. Weather was clear over target and a good concentration of bombing ensued. A few sticks fell across the the [sic] Marshalling Yards, but the majority were seen to burst across the town area Marking appeared very accurate. There were no defences, and no enemy aircraft were seen. Bombing height 16,300 feet. [page break] [underlined] IJMUIDEN. FILM UNIT [/underlined] 163. [underlined] DATE [/underlined] 7th APRIL. [underlined] T.O.T [Underlined] [underlined] O.C.S. [/underlined] N/A [underlined] DETAILED [/underlined] 1 [underlined] TOOK OFF [/underlined] 1 [underlined] ATTACKED [/underlined] Primary. [underlined] ABORTIVE [/underlined] [underlined] MISSING [/underlined] BOMB LOAD. NIL. PETROL. FULL. NICKELS NIL FORM Y No N/A. FORM B No. 580 BRIEFED BY: INTERROGATED BY F/L. SNELL. WEATHER. CLEAR. Vis Good. A/C Z A/C No: KB 433. CAPTAIN W/O PLAYER. NAV: P/O HEATH. TIME OFF. 1810 LANDED 2032 ATTACKED N/A TIME N/A HEIGHT. N/A. PHOTOGRAPH. SORTIE COMPLETED [symbol] SERIAL NUMBER 2 REMARKS. CREW LIST. CAPTAIN. W/O PLAYER NAV. P/O HEATH. Summary of Operations:- A/C arrived over target at 1930 at 12500ft with the bombing Squadron on first run 14 a/c dropped their bombs & target was covered by smoke after the first 2 bombs exploded which prevented accurate observation of the exact fall of the other bombs, but only two bombs were seen to explode wide of the target. A second run was made to enable the remaining a/c to attack & this bomb was seen to fall in the Target area. After bombing had been completed two further orbits of the target were made. The first at heights between 12500 & 10,000ft & the second between 12000 & 9,000ft. It was observed that the ship was still afloat. Moderate to intense heavy flak accurate for height which did not however open until after the commencement of the attack. Slight light flak. No flak observed from the ship. No enemy fighters seen. [page break] [underlined] MOLBIS. [/underlined] [underlined] “A” FLIGHT. NO. 9 SQUADRON 7th [deleted] March [/deleted] April, 1945. [/underlined] [a] MK. [b] NMBR. [c] LTR. [underlined] [d] CAPTAIN [/underlined] [e] SORT. [underlined] [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] MID UPPER [k] R/GUNNER. [/underlined] [underlined] [a] 1 [b] HK788 [c] “E” [d] F/O JEFFS [e] 22 [f] SGT HIGGINS [g] F/S MOUSELEY [h] W/O FISHER [i] F/S MCMILLAN [j] F/S THOMAS [k] F/S SYMONDS. [/underlined] [a] 1 [b] NG442 [c] “F” [d] F/L LANGDON [e] 2+ [f] F/O OWEN [g] F/O LEWIS [h] F/O DEAR [i] F/O COOPER [j] W/O MULLET [k] F/O FITZGERALD. [deleted] [a] 1 [b] NG220 [c] “B” [d] F/O BARROWMAN [e] – [f] SGT WHITSON [g] F/S ROE [h] F/S RIPPON [i] F/S PROVIS [j] F/S MILLS [k] F/S HARVEY [/deleted] [deleted] [a] 1 [b] LL845 [c] “L” [d] F/O MCDONNELL [e] 8 [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PLANT [j] SGT DAVIES [k] F/S THOMAS [/deleted] [deleted] [a] 1 [b] NG235 [c] “H” [d] F/O WOLSTENCROFT [e] – [f] F/S LEWIS [g] F/S BATLEY [h] F/O WARREN [i] F/S ROBINSON [j] SGT GREENWOOD [k] SGT WILLIAMS [/deleted] [a] 1 [b] NG487 [c] “D” [d] F/O WILLIAMS [e] 26 [f] F/O WOODLAND [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [j] F/S ROTHWELL [k] F/S REILLY [a] 1 [b] NG 206 [c] “J” [d] P/O ARNDELL [e] 25 [f] P/O JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADS [j] F/S BROWN [k] F/S RICHARDS [a] 1 [b] HK791 [c] “M” [d] F/L MORGAN [e] 6 [f] SGT POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEE [k] W/O MARTIN [a] 1 [b] NG486 [c] “A” [d] F/O BUCKLEY [e] 21 [f] F/S WOOLEY [g] F/O SHUTLER [h] F/O NOLAN [i] P/O MOORE [j] F/S ROUND [k] F/S COPPERWAITE RESERVE [d] F/L MORRISON [e] 27 [f] F/S AITKENHEAD [g] F/S LYNHAM [h] F/S WESTROPE [i] W/O BLACK [j] F/S STRACHAN [k] F/S HOOPER [underlined] “B” FLIGHT [/underlined] [a] 1 [b] LM217 [c] “O” [d] F/O WILEY [e] 23 [f] SGT WELSH [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1 [b] ME555 [c] “Z” [d] F/O AYRTON [e] 22 [f] SGT HUDDLESTONE [g] F/S HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES [a] 1 [b] NG249 [c] “S” [d] F/O COSTER [e] 16 [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1 [b] NG419 [c] “[deleted] U [/deleted]” W [d] F/O WATERS [e] 17 [f] F/S GREGORY [g] F/O SHILEDS [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1 [b] HK803 [c] “Q” [d] F/O MACDONALD [e] 14+ [f] F/S CLARK [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] SGT WILLIAMS [a] 1 [b] PB696 [c] “V” [d] F/O YOUNG [e] 6+ [f] SGT STONE [g] F/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT MACINTYRE [deleted] [a] 1 [b] NG499 [c] “W” [d] F/O IRWIN [e] 3 [f] F/S TASK [g] F/S GEORGE [h] F/S GRAVES [i] SGT BRAVINER [j] SGT CURRIE [k] SGT DAVIES [/deleted] [deleted] [a] 1 [b] DV 393 [c] “K” [d] F/O GRAVES [e] 3 [f] SGT BARBER [g] SGT JOHNSTON [h] W/O CIPHERY [i] W/O WALDEN [j] SGT BAYTLE [k] SGT BERRY [/deleted] [deleted] [a] 1 [b] NG384 [c] “T” [d] F/O HILL [e] 0 [f] SGT LEES [g] F/S ATKINSON [h] F/S GRIFFITHS [i] W/O ENGLAND [j] W/O [indecipherable name] [k] W/O LONG. [/deleted] [page break] [underlined] MOLBIS. [/underlined] 164 DATE 7/8 APRIL [deleted] 44 [/deleted] 45 T.O.T, ORDERED 2300 – 2310 ACTUAL T.O.T. 2302 – 2312 BOMB LOAD. A = 1 x 2000HC. 7 x 1000MC. 4 x 500GP. O.C.S. WDV. DETAILED 12 TOOK OFF 12 ATTACKED P. ALT LR 8 ABORTIVE. 3. MISSING 1 PETROL: 2154 gals FORM B No. 581 BRIEFED BY S/L Wilson INTERROGATED BY F/L SNELL, S/O. LANGLEY. WEATHER clear COMMENT: vis good. NICKELS NIL S/C. 1849 FORM Y No 204 [a] A/C [b] A/C NUMBERS. [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF. [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS. [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMP [o] SERIAL NO. [p] REMARKS [a] F [b] NG 442 [c] F/L LANGDON [symbol] [d] A [e] 1832 [f] 0246 [g] Primary [h] 2309 [i] 12,500 [j] 1 x 2000lb HC 6 x 1000lb HC 4 x 500lb GP. [l] 1 x 1000 MC. [m1] G. D 5 [o] 682 [a] M [b] HK 791 [c] F/L MORGAN [symbol] [d] A [e] 1839 [f] 0252 [g] Primary [h] 2311 [h] 14500. [m1] G D 5. [o] 684 [a] E [b] HK 788 [c] F/O JEFFS [symbol] [d] A [e] 1837 [f] MISSING [a] J. [b] NG 206 [c] F/O ARNDELL [symbol] [d] A [e] 1833 [f] 0233 [g] Primary [h] 2302 [i] 13500 [j] A [m1] G D 6 [o] 685 [a] S [b] NG 249 [c] F/O COSTER [symbol] [d] A [e] 1838 [f] 0248 [g] Target not attacked [k] A. [o] 689 [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] A [e] 1831 [f] 0245 [g] Target not attacked [k] A. [o] 686 [a] O [b] LM 217 [c] F/O WILEY [symbol] [d] A [e] 1834 [f] 0249 [g] Primary [h] 2309 [i] 11 500 [j] A. [m1] Failure [o] 687 [a] Z [b] ME 555 [c] F/O AYRTON [symbol] [d] A [e] 1841 [f] 0240 [g] Primary [h] 2308 [i] 14 200. [j] A [m1] GD on 5 [o] 688 [a] Q [b] HK 803 [c] F/O McDONALD [symbol] [d] A [e] 1840 [f] 0256 [g] Target not attacked. [k] A. [o] 671. [a] V [b] PB 696 [c] F/O YOUNG [symbol] [d] A [e] 1836 [f] 0250 [g] Primary [h] 2312 [i] 18500 [j] A. [m1] Failure [o] 672 [a] W [b] NG 499 [c] F/O WATERS. [symbol] [d] A [e] 1846 [f] 0237 [g] Primary [h] 2310 [i] 13750. [j] A. [m1] G D 5 [o] 670 [a] D [b] NG 487 [c] F/O WILLIAMS [symbol] [d] A [e] 1835 [f] 0253 [g] Primary [h] 2311 [i] 12700 [j] 6 x 1000lb MC 4 x 500lb GP. [k] 1 x 2000lb HC. [l] 1 x 1000lb MC. [m1] T conditions 5. [o] 683 Summary of Operations:- 8 Lancasters dropped 7(2000lb)HC inst 54 (1000lb) M C .025 and 32 (500lb)GP .025. Weather over the target was clear & vis good. The markers were reported as well concentrated & accurately placed. The vector wind was used & concentrated bombing resulted. A large column of smoke (black) & explosions being seen between 2310 & 2312 with a particularly large explosion at 2311 The attack is considered to have been successful. There was no fighter activity & ground defences were moderate heavy flak & numerous active S/L’s. 3 a/c 9(A) (F/O Buckley) 9/Q (F/O MacDonald) & 9/S (F/O Coster) were late in reaching the target area owing to the winds being stronger than [deleted] tracked [/deleted] forecast and although speeds were increased over the briefed speeds time could not be made up. 9(A) (F/o Buckley) jettisoned 1(2000lb)HC inst fused at 51 03N 12 23E 2314hrs. 12000 & 7 (1000lb)MC .025 + 4(500lb) GP 025 fused at 50 52N 1200E 2317 8000ft 9(Q) (F/O Macdonald) jettisoned 1(2000lb)HC inst 7(1000lb)MC .025 and 4(500lb) GP .025 fused [deleted] at 51 11N 12 21E 2310hrs 13250ft [/deleted] on a concentration of S/L’s in the target area 2310 1/2 hrs 12500ft 9(S) (F/O Coster) jettisoned 1(2000lb) HC inst 7(1000lb) MC .025 & 4(500lb) GP .025 fused at 51 11N 12 21E 2310hrs. 13250ft 9(D) (F/O Williams) 1(2000lb) HC inst & 1(1000lb) MC. .025 hung up the former was jettisoned fused at 50 55N 12 30E 2317hrs 12500ft & the latter was brought back to base 9(F) (F/L Langdon) 1(1000lb) MC .025 hung up & brought back to base 9(E) (F/O Jeffs) Missing No messages or signals received Bomb load 1(2000lb) HC inst 7(1000lb) MC .025 & 4(500lb) MC. .025. [page break] [underlined] LUTZKENDORF [/underlined] 165. DATE 8/9th April 1945 TOT ORDERED 2245 – 2251 ACTUAL TOT 2242 1/2 – 2257 BOMB LOAD. A = TALLBOY fused 1hr delay B = TALLBOY fused 1/2 hr delay O.C.S. RGX DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR 16 ABORTIVE 1 MISSING 1 PETROL: 2050 FORM B NO: 583 BRIEFED BY: S/L WILSON INTERROGATED BY: S/L WILSON, F/LT SNELL, S/O. LANGLEY. WEATHER } Clear. Slight ground haze. COMMENT } Clear. Slight ground haze. NICKELS NIL S/C W/F 1805 M/F 1820 FORM Y NO: 205: [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TIME OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT BC [m3] PLOT No. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] L [b] LL 845 [c] F/LT MORRISON [symbol] [d] B [e] 1811 [f] ENSTONE 0215 [g] Primary [h] 2245 [i] 12,500 [j] B. [m1] GD on 4 [n] [symbol] [o] 700 [a] M [b] HK 791 [c] F/LT MORGAN [symbol] [d] B [e] 1821 [f] BARFORD ST JOHN 0213 [g] Primary [h] 2242 1/2 [i] 10,500 [j] B [m1] GD on 5 [n] [symbol] [o] 701 [a] F [b] NG 442 [c] F/LT LANGDON [symbol] [d] B [e] 1820 [f] ENSTONE 0225 [g] Primary [h] 2247 [i] 12,200 [j] B [m1] GD on 6 [n] [symbol] [o] 697 [a] U [b] NG 419 [c] F/O HARPER [symbol] [d] B [e] ENSTONE 0236 [f] Primary [g] 2250 [h] 13,800 [i] B [m1] GD on 5 [n] [symbol] [o] 708 [a] D [b] NG 487 [c] F/O WILLIAMS [symbol] [d] B [e] ENSTONE 0255 [f] Primary [g] 2246 [h] 13,200 [i] B [m1] GD 0n 6 [n] [symbol] [o] 696 [a] J [b] NG 206 [c] F/O ARNDELL [symbol] [d] B [e] 1812 [f] ENSTONE 0224 [g] Primary [h] 2249 [i] 13,000 [j] B [m1] Failure [n] [symbol] [o] 699 [a] O [b] LM 217 [c] F/O WILEY [d] B [e] 1823 [f] ENSTONE 0258 [g] Primary [h] 2246 [i] 11,400 [j] B [m1] GD on 5 [n] [symbol] [o] 703 [a] Z [b] ME 555 [c] F/O AYRTON [symbol] [d] B [e] 1831 [f] ENSTONE 0304 [g] Primary [h] 2245 1/2 [i] 13,900 [j] B [m1] GD on 6 [n] [symbol] [o] 711 [a] A [b] NG 486 [c] F/O BUCKLEY [symbol] [d] B [e] 1808 [f] ENSTONE 0205 [g] Primary [h] 2251 [i] 12,000 [j] B [m1] GD on 5 [n] [symbol] [o] 614 [a] V [b] PB 696 [c] F/O REES [symbol] [d] B [e] 1810 [f] ENSTONE 0250 [g] Primary [h] 2252 [i] 14,000 [j] B [m1] GD on 5 [n] [symbol] [o] 709 [a] Q [b] HK 803 [c] F/O ANDERSON [symbol] [d] B [e] 1809 [f] SNAITH 0243 [g] Primary [h] 2257 [i] 13,000 [j] B [m1] GD on 6 [n] [symbol] [o] 704 [a] S [b] NG 249 [c] F/O COSTER [symbol] [d] B [e] 1825 [f] ENSTONE 0315 [g] Primary [h] 2245 [i] 12,250 [j] B [m1] TC on 5 [n] [symbol] [o] 706 [a] K [b] DV 393 [c] F/O McDONNELL [symbol] [d] B [e] 1828 [f] SNAITH 0235 [g] Primary [h] 2246 1/2 [i] 11,200 [j] B [m1] GD on 5 [n] [symbol] [o] 702 [a] T [b] NG 384 [c] F/O YOUNG [d] A [e] 1830 [f] SNAITH 0228 [g] Primary [h] 2248 1/2 [i] 12,800 [j] A [m1] TC on 5 GD on 7 [n] [symbol] [o] 707 [a] R [b] NG 495 [c] F/O GRAVES [symbol] [d] A [e] 1829 [f] ENSTONE 0234 [g] Primary [h] 2246 [i] 11,750 [j] A [m1] GD on 5 [n] [symbol] [o] 705 [a] W [b] NG 499 [c] F/O IRWIN [symbol] [d] B [e] 1824 [f] ENSTONE 0222 [g] Primary [h] 2246 [i] 13,400 [j] B [m1] GD on 6 [n] [symbol] [o] 710 [a] B [b] NG 220 [c] F/O BARROWMAN [symbol] [d] B [e] 1827 [f] ENSTONE 0300 [g] N.T.A. [h] MISSING [l] B [m1] N/A [n] [symbol] [o] 695 [a] H [b] NG 235 [c] F/O WOLSTENCRAFT [symbol] [d] B [e] 1826 [h] [symbol] [m1] N/A Summary of Operation:- 14 Lancasters dropped 14 Tallboys medium fused 1/2 hour delay and 2 dropped 2 Tallboys medium fused 1 hour delay in clear weather with slight ground haze, an effective attack is believed to have been carried out on the oil plant. Marking appeared accurate and bombing concentrated. There were a number of large explosions, particularly at 2247, 2250 and 2255. Slight inaccurate H/F was reported, and there is some evidence of fighter activity in the Target Area. B (F/O Barrowman} had an engine failure 1 1/2 hours before H – hour and arrived in T/A too late to bomb one Tallboy medium fused 1/2 hour delay was brought back. H (F/O Wolstencroft) is missing, nothing having been heard of this a/c after take off – bomb load was one Tallboy, medium fused 1/2 hour delay. Bombing height band 11200 to 14,000ft. The wind finders complained of the danger of their having to turn into the bomber stream after completing wind finding: several of them were badly caught in slipstreams. [page break] [underlined] PRINZ EUGEN. [/underlined] [underlined] “A” FLIGHT. BATTLE ORDER FOR NO. 9 SQUADRON. [/underlined] 13.4.451 [sic] [underlined] [a] MK. [b] NBR. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENG. [g] NAV. [h] A/B. [i] W/OP. [j] MID UPPER [k] REAR GUNNER. [/underlined] [a] 1 [b] HK 803 [c] “Q” [d] F/LT. WATKINS. [e] 41. [f] F/S JOWETT [g] S/L. RUMBLES. [h] F/L. CAMPBELL. [i] F/O. WARE. [j] F/S. JOHSON [sic]. [k] F/S CUTTING. [a] 1 [b] NG 442 [c] “F” [d] F/L. LANGDON. [e] 4+. [f] F/O. OWEN. [g] F/O. LEWIS. [h] F/O. DEAR. [i] F/S. COOPER. [j] P/O. EVANS. [k] F/O. FITZGERALD. [a] 1 [b] DV 393 [c] “K” [d] F/O. STOWELL. [e] 31+ [f] SGT. SPALDING. [g] SGT TAYLOR. [h] F/S. LIVERSEDGE. [i] W/O. MILLINTON. [sic] [j] SGT. BICKER. [k] SGT. ALLSOPP. [a] 1 [b] NG 481 [c] “D” [deleted] [d] F/L. MORGAN. [/deleted] [e] 8 [deleted] [f] F/S. POCOCK. [g] P/O. REID. [h] F/S. CURRIE. [i] F/O. BLUNT. [j] W/O. LEGG [k] W/O. MARTIN. [/deleted] [a] 1 [b] NG 206 [c] “J” [d] F/O. ARNDELL. [e] 27+ [f] P/O. JONES. [g] F/O. CAMPBELL. [h] F/O. PORTER. [i] F/S. MEADS. [j] F/S. BROWN. [k] F/S. THOMAS. [a] 1 [b] NG 486 [c] “A” [d] F/O. BUCKLEY. [e] 23 [f] F/S. WOOLEY. [g] F/O. SHUTLER. [h] F/O. NOLAN. [i] P/O. MOORE. [j] F/S. ROUND. [k] F/S, COPPERWAITE. [underlined] [Deleted] RESERVE [/deleted] [c] ‘D’ [d] F/O. MCDONNELL. [e] 8 [f] SGT. PHILLIPS. [g] F/O. CHORNY. [h] F/O. FRICKER. [i] SGT. PLANT. [j] SGT. DAVIES. [k] SGT. GREEN. [/underlined] [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] NG 499 [c] “W” [d] F/L. HARRIS. [e] 41 [f] SGT. MELLORS. [g] F/S. YOUNG. [h] P/O PARSONS. [i] F/O. BROUNLIE. [j] F/S. SALMON. [k] F/S. LINIKER. [a] 1 [b] NG 496 [c] “R” [d] F/L. CAMSELL. [e] 38 [f] P/O. ANDREWS. [g] F/S. ASLIN. [h] F/O. GRANN. [i] F/S. BEEVERS. [j] W/O. MULLETT. [k] W/O. DUNHAM. [a] 1 [b] NG 419 [c] “U” [d] F/O. HARPER. [e] 29.+ [f] SGT. WHITWORTH. [g] F/O. HOME. [h] P/O. WILLIAMS. [i] F/S. IRWIN. [j] F/S. MCANN. [k] F/S. BOOTH. [a] 1 [b] LM 217 [c] “O” [d] F/O. WILEY. [e] 25. [f] SGT. WELSH. [g] F/S. VERNEY. [h] F/S. EVANS. [i] F/S. RODGERS. [j] F/S. LUCAS. [k] F/S. LANE. [a] 1 [b] NG 384 [c] “T” [d] F/O. MACDONALD. [e] 15+ [f] F/S. CLARK. [g] F/S. SHELDON. [h] F/S. BOWYER. [i] F/S. PALMER. [j] SGT. JUDD. [k] SGT. WILLIAMS. [a] 1 [b] ME 555 [c] “Z” [d] F/O. AYRTON. [e] 24+ [f] SGT. HUDDLESTONE. [g] F/S. HERKES. [h] F/S. BARDSLEY. [i] F/S. SCOTT. [j] F/S. CHARCRAFT. [k] F/S. DAVIES. [a] 1 [b] LL 845. [c] “L” [d] F/O. ANDERSON. [e] 19 [f] F/S. LOAKES. [g] F/S. VIVIAN. [h] F/S. SUMNER. [i] F/S. CORNFOOT. [j] SGT. ASHWORTH. [k] SGT. HARRISON. [a] 1 [b] N.G249. [c] “S” [d] F/O. COSTER. [e] 18. [f] SGT. PINNING. [g] F/S. BLACK. [h] F/S. BOAG. [i] F/S. EAST. [j] F/S, MORRISON. [k] F/S. JONES. + W/F. SGD. J.M. BAZIN. WING COMMANDER. COMMANDING. [underlined] NO. 9 SQUADRON. BARDNEY. [/underlined] [page break] [blank page] [page break] [underlined] PRINZ EUGEN. [/underlined] 166 DATE 13th APRIL 1945. T.O.T. ORDERED 1500 – 15 ACTUAL T.O.T. N/A BOMB LOAD. A = 12 x 1,000lb MC. fused 025. O.C.S. KJX DETAILED 14 TOOK OFF 14 ATTACKED P. ALT LR. – ABORTIVE 14 MISSING. PETROL: 1900 + 50 gallons FORM ‘B’ No 589 BRIEFED BY: S/LDR WILSON. INTERROGATED BY S/LDR WILSON, S/O. LANGLEY, F/O WHITEMAN. WEATHER } 10/10ths COMMENT } 10/10ths WINDOW: 100 – C. SET COURSE: 1201 FORM ‘Y’ No 206. [a] A/C [b] AIRCRAFT No. [c] CAPTAIN [d] BOMB LOAD [e] TOOK OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED AT B.C. [m3] PLOT No. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] R [b] NG 495 [c] F/LT. CAMSELL [d] A [e] 1148 [f] 1823 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 719 [p] CONTROLLER [a] Q [b] HK 803 [c] F/LT. WATKINS. [d] A [e] 1148 1/2 [f] 1824 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 712 [p] [indecipherable words] D. CON. [a] D [b] NG 481 [c] F/O. McDONELL [d] A [e] 1141 1/2 [f] 1832 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 715 [a] F [b] NG 442 [c] F/LT. LANGDON [d] A [e] 1143 1/2 [f] 1825 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 713 [p] W/F [a] W [b] NG 499 [c] F/LT. HARRIS. [d] A [e] 1143 [f] 1833 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 718 [a] S [b] NG 249 [c] F/O. COSTER [d] A [e] 1140 [f] 1829 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 723 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 1144 1/2 [f] 1828 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 716 [p] W/F [a] L [b] LL 845 [c] F/O. ANDERSON [d] A [e] 1147 [f] 1827 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 724 [a] O [b] LM 217 [c] F/O. WILEY [d] A [e] 1140 1/2 [f] 1822 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 721 [a] Z [b] ME 555 [c] F/O. AYRTON [d] A [e] 1137 1/2 [f] 1831 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 723 [p] W/F [a] T [b] NG 384 [c] F/O. McDONALD [d] A [e] 1137 [f] 1832 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 722 [p] W/F [a] A [b] NG 486 [c] F/O. BUCKLEY [d] A [e] 1146 [f] 1834 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 717 [a] K [b] DV 393 [c] F/O. STOWELL [d] A [e] 1145 [f] 1820 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 714 [p] W/F [a] U [b] NG 419 [c] F/O. HARPER [d] A [e] 1138 [f] 1816 [g] N.T.A [l] A [m1] N/A [n] [symbol] [o] 720 [p] W/F Summary of Operation:- The attack was abortive, there being 10/10th cloud over the target, which extended as far as the River Elbe on track. All a/c brought their bombs back. Slight H/F from Swinemunde area, two a/c being holed. No enemy fighters seen. Escort very good. [page break] P.I.L.S.E.N. 167. DATE 16/17 APRIL ’45 T.O.T. ORDERED 0400 – 0406 ACTUAL T.O.T. 0358 – 0404 BOMB LOAD. A = 11 x 1,000lb MC .025. 1 x 500lb MC .025 O.C.S. P.V.N. DETAILED 15 TOOK OFF 15 ATTACKED P. ALT LR. 15 ABORTIVE MISSING PETROL 2000 + 50 gals. FORM B NO. 594. BRIEFED BY W/C BAZIN INTERROGATED BY S/L Wilson, S/O. Langley. WEATHER } clear. COMMENT } clear. NICKELS NIL. S/C. 2359. FORM Y No 209 [a] A/C [b] A/C NUMBER. [c] CAPTAIN. [d] BOMB LOAD [e] TOOK OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT NO. [n] SORTIE COMPLETED [o] SERIAL NO. [p] REMARKS [a] T. [b] NG 384 [c] F/L JONES [d] A [e] 2342 [f] 0753 [g] Primary [h] 0404 [i] 12,500 [j] A [m1] GD on 5 [o] 736 [a] D [b] NG 481 [c] F/L MORGAN [d] A [e] 2344 [f] 0751 [g] Primary [h] 0404 [i] 12,000 [j] A [m1] Fires & smoke on 5 [o] 726 [a] O [b] LM 217 [c] F/O ANDERSON [d] A [e] 2345 [f] 0807 [g] Primary [h] 0403 1/2 [i] 12,500 [j] A [m1] Fires & smoke on 5 [o] 732 [a] L [b] LL 845 [c] F/O IRWIN [d] A [e] 2347 [f] 0804 [g] Primary [h] 0400 [i] 13,600 [j] A [m1] Fire & smoke on 5 [o] 740 [a] B [b] NG 220 [c] F/O LAWS [d] A [e] 2353 [f] 0749 [g] Primary [h] 0400 1/2 [i] 13200 [j] A [m1] Smoke & fie on 5 [o] 730 [a] K [b] DY 393 [c] F/O SCOTT [d] A [e] 2346 [f] 0838 [g] Primary [h] 0402 [i] 12,000 [j] A – 1,000 [k] 1 x 1,000lb MC [m1] GD on 5 [o] 731 [a] J [b] NG 206 [c] F/O BARROWMAN [d] A [e] 2349 [f] 0800 [g] Primary [h] 0400 1/2 [i] 12,500 [j] A [m1] Failure. [o] 729 [a] R [b] NG 495 [c] F/O WATERS [d] A [e] 2354 [f] 0746 [g] Primary [h] 0358 [i] 13,500 [j] A [m1] GD on 5 [o] 734 [a] F [b] NG 442 [c] F/O FOLLETT. [d] A [e] 2348 [f] 0756 [g] Primary [h] 0359 1/2 [i] 12,500 [j] A [m1] Fires & smoke on 5 [o] 728 [a] Z [b] ME 555 [c] F/O AYRTON [d] A [e] 2343 [f] 0752 [g] Primary [h] 0401 1/2 [i] 13,200 [j] A [m1] Fire & smoke on 5 [o] 739 [a] A [b] NG 486 [c] F/O BUCKLEY [d] A [e] 2350 [f] 0808 [g] Primary [h] 0358 [i] 12,250 [j] A – 1 x 1000 [k] 1 x 1000lb MC [m1] GD on 6 [o] 727 [a] W [b] NG 499 [c] F/O HILL [d] A [e] 2340 [f] 0811 [g] Primary [h] 0403 [i] 13,750 [j] A [m1] Fire & smoke on 5 [o] 738 [a] S [b] NG 249 [c] F/O COSTER. [d] A [e] 2339 [f] 0801 [g] Primary [h] 0404 1/2 [i] 13,000 [j] A – 1 x 1000 [k] 1 x 1000lb MC [m1] Fires & smoke on 5 [o] 735 [a] V [b] PB 696 [c] F/O YOUNG [d] A [e] 2341 [f] 0754 [g] Primary [h] 0403 [i] 13,750 [j] A [m1] Fires & smoke on 5 [o] 737 [a] Q [b] HK 803. [c] F/O MACDONALD. [d] A. [e] 2355 [f] 0803 [g] Primary [h] 0401 1/2 [i] 13,000 [j] A [m1] GD on 5 [o] 733 Summary of Operations:- 15 Lancasters dropped 162 x 1000 MC fused .025 and 15 x 500 MC fused ,025 Marking accurate and it is believed that the attack was very successful. Several large explosions were reported particularly at 0400 and 0402. Slight H/F and upwards of 30 S/Ls were reported, but there is little evidence of fighter activity A (F/O Buckley) had 1 x 1000 MC hang up. It fell through the bomb doors at 50 52N 0110E 0638. 5000 A (F/O Scott) had 1 x 1000 MC hang up. It was jettisoned safe at 50 44N 01 00E 0719 3000. S (F/O Coster) had 1 x 1000 MC hang up. It was brought back. [page break] [underlined] HELIGOLAND. [/underlined] [underlined] “A” FLIGHT. [/underlined] [underlined] NO. 9 SQUADRON BATTLE ORDER 19th April 1945. [/underlined] [a] MK. [underlined] [b] NMBR. [c] LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] W/OPERATOR [j] M/UPPER [k] R/GUNNER. [/underlined] [a] 1 [b] NG487 [c] “A”+ [d] F/O BUCKLEY [e] 25 [f] F/S WOOLEY [g] F/O SHUTLER [h] F/O NOLAN [i] P/O MOORE [j] F/S ROUND [k] F/S COPPERWAITE [a] 1 [b] NG442 [c] [symbol] “F” [symbol] [d] F/L FOLLETT [e] 26 [f] F/S FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] W/O ENGLAND [j] F/S MCKEE [k] SGT LONG. [a] 1 [b] NG206 [c] [symbol] “J” [symbol] [d] F/L MARSH [e] 28 [f] P/O HARRISON [g] P/O BROWN [h] F/O CARR [i] F/L COOK [j] SGT MARSHALL [k] F/S RICHES. [a] 1 [b] NG220 [c] “B” [d] + F/O LAWS [e] 32 [f] SGT HARRISON [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1 [b] DY393 [c] “K” [d] F/O SCOTT [e] 21 [f] P/O BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1 [b] NG481 [c] “D” [d] F/L WATKINS [e] 42 [f] SGT JOWETT [g] F/O BARNES [h] F/O JONES [i] F/O WARE [j] F/S JOHNSON [k] SGT CUTTING [a] 1 [b] LL845 [c] “L” [d] F/L MORRISON [e] 28 [f] F/S AITKENHEAD [g] P/O GRIFFITHS [h] F/S WESTROPE [i] SGT MANNERS [j] F/S STRACHAN [k] SGT HOOPER [a] 1 [b] NG384 [c] “T” [d] +F/L MACINTOSH [e] 38 [f] F/S COSSER [g] P/O HAWKINS [h] P/O RAMWELL [i] F/S TETLOW [j] SGT WOOD [k] SGT OWEN [a] 1 [underlined] RESERVE [/underlined] [d] F/O ARNDELL [e] 28 [f] P/O JONES [g] P/O CAMPBELL [h] F/O PORTER [i] F/S MEADE [j] F/S BROWN [k] F/S RICHARDS [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] HK803 [c] “Q” [d] S/L MELROSE [e] 41 [f] P/O SELFE [g] F/S ASLIN [h] F/O MORRIS [i] F/O WOLFE [j] F/S HOYLE [k] F/S STANLEY [a] 1 [b] NG499 [c] “W” [d] F/L HARRIS [e] 41 [f] SGT MELLORS [g] F/S YOUNG [h] F/L CAMPBELL [i] F/O BROWNLIE [j] F/S SALMON [k] F/S LINAKER [a] 1 [b] LM217 [c] “O” [d] F/O WILEY [e] 26 [f] F/L RICHIE [g] F/S VERNEY [h] F/S EVANS [i] F/S ROGERS [j] F/S LUCAS [k] F/S LANE [a] 1 [b] NG495 [c] “R” [d] F/O ANDERSON [e] 21 [f] F/S LOAKES [g] F/S VIVAN [h] F/S SUMNER [i] F/S CORNFOOT [j] F/S ASHWORTH [k] F/S HARRISON [a] 1 [b] NG249 [c] “S” [d] F/O COSTER [e] 20 [f] SGT PINNING [g] F/S BLACK [h] SGT BOAG [i] F/S EAST [j] F/S MORRISON [k] F/S JONES [a] 1 [b] PB696 [c] “V” [d] +F/O REES [e] 23 [f] F/S MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPEL [a] 1 [b] ME555 [c] “Z” [d] F/O WATERS [e] 19 [f] SGT GREGORY [g] F/S MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1 [b] NG419 [c] “U” [d] F/O MACDONALD [e] 17 [f] F/S CLARK [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] F/S WILLIAMS WIND FINDING + [page break] [underlined] PILSEN. [/underlined] [underlined] “A” FLIGHT. BATTLE ORDER FOR NO. 9 SQUADRON 16th March, 1945. [/underlined] [underlined] [a] MK. [b] NBR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] AIR BOMBER [i] WO. AIR. [j] MID UPPER [k] R/GUNNER. [/underlined] [a] 1. [b] “D” NG 487 [d] F/L MORGAN [e] 8 + [f] F/S POCOCK [g] P/O REID [h] F/S CURRIE [i] F/O BLUNT [j] W/O LEGG [k] SGT MORLEY [a] 1. [b] “A NG.486 [d] F/O BUCKLEY [e] 24 [f] F/S WOOLEY [g] F/S SHUTLER [h] F/O GRAN [i] P/O MOORE [j] F/S ROUND [k] F/S COPPERWAITE [a] 1. [b] “F 442 [d] F/O FOLLETT [e] 25 [f] F/S FLANAGAN [g] F/O HOWARTH [h] F/O MITCHELL [i] F/L COOK [j] F/S McKEE [k] SGT LONG [a] 1. [b] “J” NG.206 [d] F/O BARROWMAN [e] 1. [f] SGT WHITSON [g] F/S ROE [h] F/O SOWERBY [i] F/S PROVIS [j] F/S MILLS [k] F/S HARVEY [a] 1. [b] “B” NG.220 [d] F/O LAWS [e] 32. [f] SGT HARRISON [g] F/S TAYLOR [h] F/S LIVERSEDGE [i] P/O CHARLTON [j] F/S GLASPER [k] F/S CHARLTON [a] 1. [b] “K” DY.393 [d] F/O SCOTT [e] 20. [f] P/O BAKER [g] F/S HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [underlined] “B” FLIGHT. [/underlined] [a] 1. [b] “O” LM.217 [d] F/L ANDERSON [e] 20 [f] F/S LOAKES [g] F/S VIVIAN [h] F/S SUMNER [i] F/S CORNFOOT [j] SGT ASHWORTH [k] SGT HARRISON [a] 1. [b] “Q” HK.803 [d] F/O MACDONALD [e] 16 [f] F/S CLARK [g] F/S SHELDON [h] F/S BOWYER [i] F/S PALMER [j] SGT JUDD [k] F/S WILLIAMS [a] 1. [b] “R” NG.495 [d] F/O WATERS [e] 18 [f] SGT GREGORY [g] F/S YOUNG [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [a] 1. [b] “S” NG.249 [d] F/O COSTER [e] 19. [f] SGT PINNING [g] F/S BLACK [h] F/S BOAG [i] W/O EAST [j] F/S MORRISON [k] F/S JONES [a] 1. [b] “T” NG.384 [d] F/L JONES [e] 31. [f] F/O STONEMAN [g] F/O LEWIS [h] F/O LEWIS [i] P/O BIRCH [j] F/S GLOVER [k] W/O MARTIN [a] 1. [b] “V” PB.696 [d] F/O YOUNG [e] 8. [f] F/S STONE [g] F/O BARNES [h] F/O TAYLOR [i] SGT HASTINGS [j] SGT SLATER [k] SGT McINTYRE [a] 1. [b] “W” NG.499 [d] F/O HILL [e] – [f] SGT LEES [g] F/S ATKINSON [h] F/S GRIFFITHS [i] W/O ENGLAND [j] W/O HILLMER [k] W/O LONG [a] 1. [b] “Z” ME.555 [d] F/O AYRTON [e] 25. [f] SGT HUDDLESTONE [g] F/S HERKES [h] F/S BARDSLEY [i] F/S SCOTT [j] F/S CHALCRAFT [k] F/S DAVIES [a] 1. [b] “L” LL.845 [d] F/O IRWIN [e] 4 [f] F/S TRASK [g] F/S GEORGE [h] F/S GRAVES [i] SGT BRAVINER [j] SGT CURRIE [k] SGT DAVIES [page break] [underlined] HELIGOLAND [/underlined] 168 DATE 19th April 1945 TOT ORDERED 1715 – 1716 ACTUAL TOT 1730 – 1733 BOMB LOAD. A = TALLBOY fused 26 secs. O.C.S SVQ DETAILED 16 TOOK OFF 16 ATTACKED P ALT LR 14 ABORTIVE 2. MISSING PETROL. 1650 FORM B NO 599 BRIEFED BY S/L WILSON. INTERROGATED BY S/L Wilson, F/O Whiteman, S/O Langley. WEATHER } thin patchy strat cu. cloud COMMENT } thin patchy strat cu. cloud WINDOW 80 ‘C’ SET COURSE 1527 FORM Y NO 210 [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TOOK OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED [l] BOMBS BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED AT BARDNEY [m2] PLOTTED BC [m3] PLOT NO. [n] SORTIE COM [o] SERIAL No [p] REMARKS [a] Q [b] HK 803 [c] S/L MELROSE [d] A [e] 1500 [f] 1921 [g] Primary [h] 1732. [i] 13,000 [j] A. [m1] GD. 9 [o] 741. [a] D [b] NG 481 [c] F/LT WATKINS [d] A [e] 1513 [f] 1932 1/2 [g] Primary [h] 1732 [i] 13,000 [j] A. [m1] GD 4 [o] 742 [a] T [b] NG 384 [c] F/LT MCINTOSH [d] A [e] 1501 [f] 1918 1/2 [g] Primary [h] 1733 [i] 12,400 [j] A. [m1] GD 4 [o] 745 [a] L [b] LL 845 [c] F/L MORRISON [d] A [e] 1512 [f] 1933 [g] N.T.A [l] A [o] 743 [a] F [b] NG 442 [c] F/L MARSH [d] A [e] 1508 1/2 [f] 1922 [g] Primary [h] 1733 [i] 12,200 [j] A [m1] GD 4 [o] 746 [a] W [b] NG 499 [c] F/L HARRIS [d] A [e] 1507 [f] 1926 [g] N.T.A. [l] A [o] 744 [a] O [b] LM 217 [c] F/O WILEY [d] A [e] 1506 [f] 1918 [g] Primary [h] 1731 [i] 12,400 [j] A [m1] GD 4 [o] 747 [a] R [b] NG 495 [c] F/O ANDERSON [d] A [e] 1504 1/2 [f] 1924 [g] Primary [h] 1732 1/2 [i] 11000 [j] A [m1] GD 4 [o] 748 [a] U [b] NG 419 [c] F/O MACDONALD [d] A [e] 1504 [f] 1928 [g] Primary [h] 1733 [i] 12,000 [j] A [m1] GD 4 [o] 750 [a] S [b] NG 249 [c] F/O COSTER [d] A [e] 1502 [f] 1931 [g] Primary [h] 1732 [i] 11500 [j] A [m1] GD 4 [o] 749 [a] V [b] PB 696 [c] F/O REES [d] A [e] 1505 1/2 [f] 1900 [g] Primary [h] 1732 1/2 [i] 11300 [j] A [m1] GD 4 [o] 751 [a] Z [b] ME 555 [c] F/O WATERS [d] A [e] 1503 [f] 1917 [g] Primary [h] 1732 1/2 [i] 11300 [j] A [m1] GD 4 [o] 752 [a] A [b] NG 487 [c] F/O BUCKLEY [d] A [e] 1509 1/2 [f] 1925 [g] Primary [h] 1733 [i] 11800 [j] A [m1] GD 4 [o] 753 [a] B [b] NG 220 [c] F/O LAWS [d] A [e] 1511 [f] 1924 1/2 [g] Primary [h] 1730 [i] 11500 [j] A [m1] GD 4 [o] 754 [a] J [b] NG 206 [c] F/LT FOLLETT [d] A [e] 1510 [f] 1929 1/2 [g] Primary [h] 1732 1/2 [i] A [m1] GD 4 [o] 755 [a] K [b] DY 393 [c] F/O SCOTT [d] A [e] 1508 [f] 1931 1/2 [g] Primary [h] 1732 [i] 12400 [j] A [m1] GD 4 [o] 756 Summary of Operations:- The attack was delayed 15 minutes owing to non-contact with the escort and also because no 617 Sqdn reported cloud over target. This induced the formation leader to make an orbit before attacking. At the time of bombing there was thin patchy strat cu cloud but crews had no difficulty in identifying their respective aiming points. Results were somewhat difficult to observe owing to dust & smoke from the bombs but hits or near misses are claimed on both aiming points. L (F/L Morrison) failed to see the target until too late to bomb owing to a patch of cloud & tallboy was brought back. W (F/LT Harris was caught in the slip stream of another a/c on the run up & did not bomb. Tallboy was brought back. There was no flak. No enemy fighters seen although the escort were heard to say that there were bandits about. [page break] BERCHTESGADEN. 169. DATE. 25/4/45. T.O.T. ORDERED. 0900 ACTUAL T.O.T. 0859 – 0903. BOMB LOAD. A = Tallboy fused 30 secs O.C.S. NMB DETAILED 18 TOOK OFF 18 ATTACKED P. ALT LR 7 5 ABORTIVE. 6. MISSING PETROL: 2154 gals. FORM B No 606. BRIEFED BY. F/L Treese INTERROGATED BY F/L. Treese, F/L. Snell, S/O Langley, F/O Whitman. WEATHER. Clear COMMENT vis good WINDOW 200 bdls ‘C’ SET COURSE 0447. FORM Y. No 211. [a] A/C [b] A/C NUMBER [c] CAPTAIN [d] BOMB LOAD [e] TOOK OFF [f] LANDED [g] ATTACKED [h] TIME [i] HEIGHT. [j] BOMBS DROPPED [k] JETTISONED. [l] BROUGHT BACK. [m] PHOTOGRAPHS [m1] PLOTTED BARDNEY [m2] PLOTTED B.C. [m3] PLOT No. [n] SORTIE COMPL: [o] SERIAL No [p] REMARKS [a] R [b] NG 495 [c] S/L MELROSE [d] A [e] 0429 [f] 1238 [g] [deleted letters] N.T.A. [l] A. [m1] – [o] 769 [a] Z [b] ME 555 [c] F/L MORGAN [d] A [e] 0435 [f] 1233 [g] Primary [h] 0900 [i] 14,800. [j] A. [m1] G D 4 [o] 766 [a] W [b] NG 499 [c] F/L WATKINS [d] A [e] 0426 [f] 1234 [g] WACHENFELS. Primary [h] 0900 [i] 14500 [j] A. [m1] G D 4 [o] 757 [a] L [b] LL 845 [c] F/L McINTOSH [d] A [e] 0436 [f] 1235 [g] Primary [h] 0859 [i] 15,500 [j] A. [m1] G D 4 [o] 763 [a] Q [b] HK 803 [c] F/L ADAMS [d] A [e] 0433 [f] 1241 1/2 [g] N.T.A. [k] A. [o] 768 [a] G [b] PA 172 [c] F/L MARSH [d] A [e] 0423 [f] 1244 [g] NTA. [l] A. [o] 760 [a] F [b] NG 442 [c] F/L FOLLETT [d] A [e] 0420 [f] 1247 [g] Primary [h] 0859 1/2 [i] 13900. [j] A. [m1] G D 4 [o] 759 [a] B [b] NG 220 [c] F/O LAWS [d] A [e] 0432 [f] 1237 [g] Primary (Wachenfels) [h] 0903 [i] 14800 [j] A. [m1] G D 4 [o] 761 [a] D [b] NG 487 [c] F/O WILLIAMS [d] A [e] 0428 [f] 1017 [g] N.T.A. [k] A. [o] 763 [a] J [b] NG 206 [c] F/O ARNDELL [d] A [e] 0424 [f] 1246 [g] N.T.A. [l] A. [o] 765 [a] O [b] LM 217 [c] F/O WILEY [d] A [e] 0430 [f] 1243 [g] N.T.A. [l] A. [o] 767 [a] A [b] NG 486 [c] F/O BUCKLEY [d] A [e] 0419 [f] 1248 [g] Primary WACHENFELS. [h] 0900 [i] 14200 [j] A. [m1] G D 3. [o] 758 [a] K [b] DV 393 [c] F/O SCOTT [d] A [e] 0421 [f] 1249 [g] Primary (Secondary A/pt.) [h] 0900 [i] 14400 [j] A. [m1] G. D 4 [o] 771 [a] T [b] NG 384 [c] F/O ANDERSON [d] A [e] 0434 [f] 1237 [g] Primary (Main Control Centre) [h] 0859 1/2 [i] 14000. [j] A. [m1] G D 4. [o] 770 [a] S [b] NG 249 [c] F/O COSTER [d] A [e] 0422 [f] 1247 1/2 [g] Primary (Main control Cent.) [h] 0859 [i] 14700 [j] A. [m1] G D 4 [o] 770 [a] U [b] NG 419 [c] F/O WATERS [d] A [e] 0431 [f] 1345 [g] Primary (Main control cent.) [h] 0900 [i] 14600ft. [j] A. [m1] G. D 4 [o] 772 [a] X [b] ME 809 [c] F/O MACDONALD [d] A [e] 0427 [f] 1241 [g] Railway Bridge (4749/1231E) [h] 0909 [i] 14,000ft. [j] A [m1] GD 4 [o] 774 [a] V [b] PB 696 [c] F/O YOUNG [d] A. [e] 0423 [f] 1242 1/2 [g] Primary (Wachefels) [h] 0859 [i] 13800ft. [j] A. [m1] G D 4 [o] 773 Summary of Operations:- 7 Lancasters dropped 7 tall boys [sic] fused 30 secs. Weather over the target was clear & vis good apart from some haze but owing to the direction of the run up crews did not identify the [deleted] target [/deleted] A.P. until late on the bombing run & although the bombing seen appeared well concentrated it over shot about 100yds but accurate assessment was impossible owing to smoke. One crew however reported seeing 2 direct hits at the A.P. 3 Lancasters dropped 3 tallboys fused 30 secs on the main control centre. 1 Lancaster dropped 1 tallboy fused 30 secs on the S.S. Barracks & 1 Lancaster dropped 1 tallboy fused 30 secs on a railway bridge at 47.49N. 12 31E owing to late identification of the A.P. [page break] [underlined] OPERATION ‘EXODUS’ 4th MAY. 1945 [/underlined] [underlined] [a] MK. [b] NUMB. [c] LTR [d] CAPTAIN. [e] SORT [f] F/ENG. [g] NAV. [h] A/BOMB. [i] W/AIR. [j] MID/UPPER. [k] R/GUNNER. [/underlined] [a] 1 [b] PP.714 [c] “B” [d] S/L. CAMSELL [e] 39 [f] F/SGT. SPALDING [g] F/S. ASLIN [h] F/O. GRAN [i] F/S. BEEVERS [j] P/O. WEBB [k] F/L. CAMPBELL. [a] 1. [b] NG.442 [c] ‘F” [d] F/L. LANGDON [e] 5x [f] F/O. OWEN [g] F/O. LEWIS [h] F/O. DEAR [i] F/O. COOPER [k] F/O. FITZGERALD [a] 1. [b] NG.242 [c] “C” [d] F/L. WATKINS [e] 44 [f] P/O JPWETT [sic] [g] P/O. WILSON [h] F/L. JONES [i] F/O. WARE [j] F/S JOHNSON [k] F/SGT. CUTTING. [Deleted] [a] 1. [b] NG.206 [c] “J” [d] F/O. ARNDELL [e] 29 [f] SGT. ALLEN [g] W/O. CAMPBELL [h] F/O. NOLAN [i] F/S. MEADS [k] F/S. RICHARDS [/deleted] [deleted] [a] 1. [b] NG.220 [c] “B” [d] F/O. LAWS [e] 35 [f] SGT. HARISON [g] F/S. TAYLOR [h] P/O. LIVERSEDGE [i] P/O. CHALTON [j] F/S. GLASPER [k] F/S. CHARLTON [underlined] “B”, FLIGHT. [/underlined] [deleted] [a] 1 [b] PB.696 [c] “V” [d] S/L. MELROSE [e] 43 [f] P/O. SELF [g] F/L. MOORE [h] F/O. MORRIS [i] F/O. WOOLFE [j] P/O. HOYLE [k] F/S. STALLEY [/deleted] [a] 1. [b] HK.803 [c] “Q” [d] F/L. ADAMS [e] 39 [f] F/S. BROWN [g] P/O. LYNAM [h] F/S. JACKSON [i] F/S. FAUCHEUX [j] P/O. STEBBINGS [k] F/S. WHITFIELD [a] 1 [b] LM.220 [c] “Y” [d] F/L. TWEDDLE [e] 37 [f] F/O. ROBE [g] F/O. SHIELDS [h] F/O. JENNINGS [i] F/O. GARDIT [j] F/S. FOOT [k] F/S. MALLINSON [deleted] [a] 1 [b] NG.384 [c] “T” [d] F/L. JONES [e] 32 [f] F/O. STONEMAN [g] F/S. BLACK [h] F/O. LEWIS [i] P/O. BIRCH [j] F/S. BICKER [k] W/O. MARTIN [/deleted] [deleted] [a] 1. [b] LM.217 [c] “O” [d] F/O. WILEY [e] 28 [f] F/O. WOODLAND [g] F/S. VERNEY [h] F/S EVANS [i] F/O. GRIMES [j] F/S. LUCAS [/deleted] [a] 1 [b] NE.809 [c] “X” [d] F/O. MACDONALD [e] 19x [f] F/S. CLARK [g] F/S. SHELDON [h] F/S. BOWYER [i] F/S. PALMER [j] SGT. JUDD [k] F/S. WILLIAMS [page break] [underlined] BERCHTESGADEN. [/underlined] [underlined] [missing words]. [b] NUMB. [c] LTR. [d] CAPTAIN. [e] SORT. [f] F/ENG [g] NAV. [h] A/BOMB. [i] W/AIR. [j] MID/UPPER. [k] R/GUNNERS. [/underlined] [a] 1 [b] NG220 [c] “W” [d] F/L WATKINS [symbol] [e] 43 [f] SGT. JOWETT [g] F/L. JONES [h] F/L. JONES. [i] F/O. WARE [j] F/S. JOHNSON. [k] F/S. CUTTING [a] 1 [b] NG 436 [c] “A” [d] F/O. BUCKLEY. [symbol] [e] 26 [f] F/S. WOOLEY [g] F/O. SHUTLER [h] F/L. CAMPBELL [i] P/O. MOORE [j] F/S. ROUND [k] F/S. COPERWAITE [sic] [a] 1 [b] NG442 [c] “F” [d] F/L. FOLLETT [symbol] [e] 27 [f] F/S. FLANAGAN [g] F/O. HOWARTH [h] F/O. MITCHELL [i] F/S. MELLOWS [j] F/S McKEE [k] SGT. LONG [a] 1 [b] NG499 [c] “G” [d] F/L MARSH [symbol] [e] 29 [f] P/O. HARRISON [g] P/O. BROWN [h] F/O. CARR [i] F/L. COOK [j] SGT. MARSHALL [k] P/O EVENS [a] 1 [c] “B” [d] F/O LAWS [symbol] [e] 34 [f] SGT. HARRISON [g] F/S. TAYLOR [h] F/S. LIVERSEDGE [i] P/O. CHALTON [j] F/S. GLASPER [k] F/S. CHALTON [sic] [a] 1 [c] “K” [d] F/O. SCOTT [symbol] [e] 22 [f] P/O. BAKER [g] F/S. HAYDON [h] F/S. BROOKBANK [i] W/O. MOSSENSON [j] F/S. GRAY [k] F/O. JEPSON [a] 1 [c] “D” [d] F/O. WILLIAMS [symbol] [e] 28 [f] F/O. WOODLAND [g] P/O. LOCKERBIE [h] P/O. GOLD. [i] F/S. STENNER [j] F/S. ROTHWELL [k] F/S. REILLY [a] 1 [c] “L” [d] F/L. MACINTOSH [symbol] [e] 39 [f] F/S. COSSER [g] P/O. HAWKINS. [h] P/O. RAMWELL [i] F/S. TETLOW [j] SGT. WOOD [k] SGT. OWEN [a] 1 [c] “J” [d] F/O. ARNDELL. [symbol] [e] 28 [f] P/O. JONES [g] P/O. CAMPBELL [h] F/O. PORTER [i] F/S. MEAD [j] F/S. BROWN [k] F/S. RICHARDS [c] “Z” [d] F/L. MORGAN [symbol] [e] 90 [f] SGT. LEES [g] P/O. REID [h] F/S. CURRIE [i] F/O. BLUNT [j] W/O. LEGG [k] SGT. WORLEY [underlined] RESERVE. [/underlined] [d] F/O. CAVEN. [e] 4 [f] SGT. LYALL [g] F/S. COLE [h] F/S. HARRIS [i] SGT. MANNERS. [j] SGT. DOLLERY [k] SGT. CLENTON [underlined] “B” FLIGHT. [/underlined] [a] 1 [b] LM217 [c] “O” [d] F/O. WILEY [symbol] [e] 27 [f] SGT. ALLAN [g] F/S. VERNEY [h] F/S. EVENS [i] F/S. ROGERS [j] F/S. LUCAS [k] F/S. LANE [a] 1 [b] HK803 [c] “Q” [d] F/L. ADAMS [symbol] [e] 38 [f] F/S. BROWN [g] P/O. LYNAM [h] F/S. JACKSON [i] F/S. FAUCHEUX [j] F/S. STEBINGS [k] F/S. WHITFIELD [a] 1 [b] NG495 [c] “R” [d] S/L. MELROSE [e] 42 [f] P/O. SELFE [g] P/O. WILSON [h] F/O. MORRIS [i] F/O. WOOLFE [j] P/O. HOYLE [k] F/S. STALLEY [a] 1 [b] NG249 [c] “S” [d] F/O. COSTER [symbol] [e] 21 [f] SGT. PINNING [g] F/S. BLACK [h] F/S. BOAG [i] W/O. EAST [j] F/S. MORRISON [k] F/S. JONES [a] 1 [b] NG384 [c] “T” [d] F/O. ANDERSON [symbol] [e] 22 [f] F/S. LOAKES [g] F/S. VIVIAN [h] F/S. SUMNER [i] F/S. CORNFOOT [j] F/S. ASWORTH [k] F/S, HARRISON [a] 1 [b] NG419 [c] “U” [d] F/O. WATERS [symbol] [e] 20 [f] SGT. GREGORY [g] F/S. MILES [h] F/S. CARSON [i] W/O. REDWOOD [j] F/S. JAMES [k] F/S. BOOTH [a] 1 [b] PV696 [c] “V” [d] F/O. YOUNG [e] 9 [f] SGT. STONE [g] F/O. BARNES [h] F/O. TAYLOR [i] SGT. HASTINGS [j] SGT. SLATER [k] SGT. McINTYRE [a] 1 [b] NE809 [c] “X” [d] F/O. MACDONALD [e] 18 [f] F/S. CLARK [g] F/S. SHELDON [h] F/S. BOWYER [i] F/S. PALMER [j] SGT. JUDD [k] F/S. WILLIAMS [underlined] RESERVE. [/underlined] [d] F/O. IRWIN. [e] 5 [f F/S. TRASK [g] F/S. GEORGE [h] F/S. GRAVES [i] SGT. BRAVINER [j] SGT. CURRIE [k] SGT. DAVIES. 5 Lancasters (9/G. J O Q & R brought 5 Tallboys fused 30 secs back to base being unable to bomb the Target owing to late identification & considerable interference from other a/c above. 1 Lancaster (9/D) (F/O Williams) returned early as on fusing the tallboy fell through the bomb doors on account of electrical defect at 48. 20N. 07.45E 0739, 12,000ft. No enemy fighters were seen. Ground defences moderate heavy flak accurate for height. [page break] [underlined] 170 [/underlined] [underlined] OPERATION EXODUS [/underlined] DATE. 4th MAY 1945 DETAILED 6 TOOK OFF 6 SUCCESSFUL 6. FORM B. No 619. [a] A/C [b] A/C No [c] CAPTAIN [d] TOOK OFF BARDNEY [e] LANDED A 68 [f] TOOK OFF A 68. [g] LANDED DUNSFOLD [h] TOOK OFF DUNSFOLD [i] LANDED BARDNEY [j] SORTIE COMPLETED [a] E [b] PP 714 [c] S/L CAMSELL [d] 1300 [e] 1507 [f] 1818 [g] 1927 [h] 2027 [i] 2115 [a] F [b] NG 442 [c] F/L LANGDON [d] 1300 1/2 [e] 1510 [f] 1643 [g] 2009 [h] 1804 [i] 1904 [a] C [b] NG 242 [c] F/L WATKINS [d] 1306 [e] 1523 [f] 1726 [g] 1854 [h] 1908 [i] 1955 [a] Q [b] HK803 [c] F/L ADAMS [d] 1309 [e] 1509 [f] 1843 [g] 2014 [h] 2029 [i] 2158 [a] Y [b] LM 220 [c] F/L TWEDDLE [d] 1402 [e] 1610 [f] 1803 [g] 2013 [h] 1940 [i] 2032 [a] X [b] NE 809 [c] F/O MACDONALD [d] 1403 [e] 1620 [f] 1845 [g] 1749 [h] 2023 [i] 2113 Summary of Operations:- 137 Ex Prisoners of War successfully repatriated to the United Kingdom. [page break] [underlined] 171 [/underlined] [underlined] OPERATION ‘EXODUS’ [/underlined] DATE. 12th MAY 1945 DETAILED 15 TOOK OFF 15 SUCCESSFUL 14. FORM B. No 628 [a] A/C [b] A/C NO. [c] CAPTAIN [d] WAVE [e] TOOK OFF BARDNEY [e] LANDED B.58 [f] TOOK OFF B.58 [g] LANDED DUNSFOLD [h] TOOK OFF DUNSFOLD [i] LANDED BARDNEY [j] SUCCESSFUL [a] F [b] NG.442 [c] F/L FOLLETT [d] 1st [e] 0539 [f] 0705 [g] 0902 [h] 1022 [i] 1036 [j] WITCHFORD 1233 [a] G [b] PA.172 [c] F/L MORGAN [d] 1st [e] 0541 [f] 0707 [g] 0904 [h] 1025 [i] 1035 [j] WITCHFORD 1224 [a] Y [b] LM.220 [c] F/L TWEDDLE [d] 1st [e] 0547 [f] 0717 [g] 0915 [h] 1042 1/2 [i] 1057 1/2 [j] WITCHFORD 1227 [a] T [b] NG.384 [c] F/L JONES [d] 1st [e] 0549 [f] 0722 [g] 0929 [h] 1045 [i] 1105 [j] WITCHFORD 1223. [a] V [b] PB.696 [c] F/L LANGDON [d] 1st [e] 0540 [f] 0712 [g] 0901 [h] 1017 [i] 1028 [j] 1116 [a] J [b] NG.206 [c] F/O FAIN [d] 1st [e] 0540 1/2 [f] 0709 [g] 0940 [h] 10 [deleted] 56 [/deleted] 40. [i] 10 [deleted] 40 [/deleted] 56. [j] WITCHFORD 1245. [a] L [b] LL.845 [c] F/O CAVEN [d] 1st [e] 0538 [f] 0704 [g] 0913 [h] 1034 [i] 1045 [j] WITCHFORD 1225 [a] A [b] NG.486 [c] F/O McDONNELL [d] 1st [e] 0542 [f] 0710 [g] 1516 [h] 1635 [j] 1738 [a] E [b] PP.714 [c] F/O SCOTT [d] 1st [e] 0545 [f] 0715 [g] 0921 [h] 1043 [i] 1058 [j] Witchford 1227 [a] B [b] NG.226 [c] F/O BARROWMAN [d] 1st [e] 0543 [f] 0748. [g] 0926 [h] 1051 [i] 1104 [j] Witchford 1312 [a] U [b] NG.419 [c] F/O WILEY [d] 2nd [e] 0953 [f] 1125 [g] 1254 [h] 1410. [i] 1425. [j] 1516 [a] Q [b] HK.803 [c] F/O WATERS [d] 2nd [e] 0950 [f] 1110 [g] 1238 [h] 1353 [i] 1405 [j] 1454 [a] R [b] NG.495 [c] F/O GRAVES [d] 2nd [e] 0939 [f] 1106 1/2 [g] 1202 [h] 1321 [i] 1333 [j] 1422 [a] Z [b] ME.555 [c] F/O AYRTON [d] 2nd [e] 0942 [f] 1108 [g] 1855 [h] – [i] – [j] 2120 [k] NO. [a] W [b] NG.499 [c] F/O MACDONALD [d] 2nd [e] 0945 [f] 1112 [g] 1223 [h] 1347 [i] 1359. [j] 1450. [underlined] Summary of Operation:- [/underlined] 336 Ex-Prisoners of War successfully repatriated to the United Kingdom. “Z” developed engine trouble at Brussels, eventually returning direct to Base without bringing back any ex-prisoners of war. [page break] 172 [underlined] OPERATION EXODUS [/underlined] DATE. 15th MAY 1945 DETAILED 8 + 1 servicing TOOK OFF 9. SUCCESSFUL 3. FORM B. No 632 *CARRYING SPARE WHEELS [a] A/C [b] A/C NO [c] CAPTAIN [d] TOOK OFF BARDNEY [e] LANDED B.51 [f] TOOK OFF B.51 [g] LANDED WESTCOTT [h] TOOK OFF WESTCOTT [i] LANDED BARDNEY [j] SUCCESSFUL [k] [indecipherable word] [a] U [b] NG 429 [c] W/C DUPONT [d] 1346 [e] 1520 [f] 1550 [g] METHWOLD 1726. [h] METHWOLD 1751. [i] 1820 [k] 1. [a] W [b] NG 499 [c] S/L MELROSE [d] 1013 [i] 1438/16th [k] * service a/c [a] R [b] NG 495 [c] F/L HARRIS [d] 1445 [e] A/C recalled. [i] 1552 [k] 2 [a] F [b] NG 442 [c] F/L FOLLETT [d] 1449 [e] A/C recalled. [i] 1558. [k] 2 [a] Y [b] LM 220 [c] F/L REES [d] 1350 [e] 1515 [f] 1739 [g] No POW available [i] [1859. [k] * 1. [a] K [b] DW 383 [c] F/O SCOTT [d] 1345 [e] 1517 [f] 1609 [g] METHWOLD 1716 [h] 1800 [i] 1824. [k] 1 [a] G [b] PA 172 [c] F/O WILLIAMS [d] 1349 [e] 1511. [f] 1540 [g] METHWOLD 1650 [h] 2042 [i] 2109. [k] 1 [a] B [b] NG 220 [c] F/O CAVEN [d] 1450 [e] A/C recalled. [i] 1633. [k] 2 [a] Z [b] ME 555 [c] F/O COXON [d] 1348 [e] 1508 [f] 1911 [g] No POW available. [i] 2029. [k] * 1. Summary of Operation: 72. [deleted] a/c [/deleted] P.O.W successfully repatriated to the United Kingdom. Some a/c were recalled as P.O.W WERE not available. Z/9. Tyre unserviceable a/c had to wait for tyre change at Lille. G/9. Engine starter motor changed at Methwold delay 4hrs. W/9 Staying at Lille (Servicing a/c). [page break] [underlined] OPERATION “EXODUS” [/underlined] [missing letters] [underlined] [b] A/C NO. [c] A/C LTR. [d] CAPTAIN [e] SORT. [f] F/ENGINEER [g] NAVIGATOR [h] A/BOMBER [i] W.OPERATOR [j] M.U. GUNNER [k] REAR GUNNER. [/underlined] [deleted] [a] 1 [b] NG 486 [c] A [d] IRWIN [f] F/S TRASK [g] F/S GEORGE [h] F/S GRAVES [i] SGT BRAVINER [j] SGT CURRIE [k]SGT DAVIS [/deleted] [a] 1 [b] [deleted] NG 206 [/deleted] PA 172 [c] [deleted letter] G [d] WILLIAMS [f] F/O WOODLAND [g] P/O LOCKERBIE [h] P/O GOLD [i] F/S STENNER [k] F/S REILLY [a] 1 [b] DW 383 [c] K [d] SCOTT [f] P/O BAKER [g] P/O HAYDON [h] F/S BROOKBANK [i] W/O MOSSENSON [j] F/S GRAY [k] F/S JEPSON [a] 1 [b] NG 442 [c] F [d] F/O. FOLLETT [f] SGT FLANAGAN [g] F/O HOWARTH [i] F/O GARGET [j] F/S MCKEE [k] F/S LONG [deleted] [a] 1 [b] LL 845 [c] L [d] MACDONNEL [f] SGT PHILLIPS [g] F/O CHORNY [h] F/O FRICKER [i] SGT PAINT [j] SGT DAVIS [k] SGT GREEN [/deleted] [deleted] [a] 1 [b] PP 714 [c] E [d] LANGDON [f] F/O OWEN [g] F/O LEWIS [h] F/O DEAR [i] F/O COOPER [k] F/O FITZGERALD [/deleted] [deleted] [a] 1 [b] NG 220 [c] B [d] BARROWMAN [f] SGT WHITSON [g] F/S ROE [i] W/O PROVIS [j] F/S MILLS [k] F/S HARVEY [/deleted] [a] 1 [b] [deleted] PA 172 [/deleted] NG 220 [c] [deleted letter] B. [d] F/O CAVEN [f] SGT [indecipherable name] [g] W/O COLE [h] F/S HARRIS [i] SGT MANNERS [j] SGT DOLLERY [k] SGT CLENTON [underlined] SPARE [/underlined] [deleted] [a] 1 [b] NG 242 [c] C [d] MCINTOSH [f] F/S COSSER [h] P/O RAMWELL [i] F/S LYNCH [j] SGT WOOD [k] SGT OWEN [/deleted] [underlined] “B” FLIGHT [/underlined] [a] 1 [b] KG [deleted number] [c] [deleted] R [/deleted] W [d] S/L MELROSE [e] 43 [f] P/O SELFE [g] F/L MOORE [h] P/O HORRY [i] F/O WOOLFE [k] F/S STALLEY [a] 1 [b] NG 495 [c] [deleted] W [/deleted] R [d] F/L HARRIS [e] 42 [f] SGT MELLORS [g] F/S YOUNG [h] P/O PARSONS [i] F/O BROWNLIE [j] F/S SALMON [k] F/S LINAKER [a] 1 [b] NG 218 [c] [deleted] S [/deleted] Z [d] F/O COXILL [e] + [f] P/O MACCALLUM [g] F/O EVANS [h] F/O METCALFE [i] F/O BARTLE [j] SGT SMITH [k] F/S AZOOR [deleted] [a] 1 [b] LM 215 [c] Y [d] F/O GRAVES [e] 4 [f] SGT BARBER [g] SGT JOHNSTON [h] W/O CIPHERY [i] W/O WALDON [j] SGT BATTLE [k] SGT BERRY [/deleted] [a] 1 [b] HK 803 [c] Q [d] P/O WATERS [e] 21 [f] SGT GREGORY [g] P/O MILES [h] F/S COXON [i] W/O REDWOOD [j] F/S JONES [k] F/S BOOTH [deleted] [a] 1 [b] ME 555 [c] Z [d] F/O ANDERSON [e] 23 [f] F/S LOAKES [g] F/S VIVAN [h] F/S SUMNER [i] F/S CORNFOOT [j] F/S ASHWORTH [k] F/S HARRISON [/deleted] [a] 1 [b] [deleted letters] LM 220 [c] [deleted] X [/deleted] Y [d] F/L REES [e] 24 [f] F/S MAYHEW [g] F/S HAMMOND [h] F/S MACINTOSH [i] F/S MORROW [j] F/S KING [k] F/S HEPPELL [missing number] [b] NG 429 [c] U [d] W/CMDR DUPONT AND CREW (2) [page break] INCENDIARY. DROPPING. DATE. 9th JUNE. [1st Detail] DETAILED. 9. TOOK. OFF 9. SUCCESSFUL 9. FORM. B. NO. No 638. [2nd Detail] DETAILED. 9 TOOK. OFF 7. SUCCESSFUL 7 [a] A/C [b] A/C NO: [c] CAPTAIN [d] TOOK OFF [e] LANDED [f] REMARKS [a] A [c] F/L WATKINS [d] 0852 [e] 1101 [a] V [c] F/L FOLLETT [d] 0855 [e] 1107 [a] M [c] F/L LANGDON [d] 0902 [e] 1117 [a] C [c] F/O LAWS [d] 0908 [e] 1126 [a] R [c] F/O KEELEY [d] 0857 [e] 1108 [a] S [c] F/O COSTER [d] 0859 [e] 1112 [a] K [b] F/O SCOTT [c] 0905 [d] 1123 [a] P [c] F/O ANDERSON [d] 0908 [e] 1124 [a] Q [c] F/O HILL. [d] 0858 [e] 1114. 2ND DETAIL. [a] A/C [b] A/C NO: [c] CAPTAIN [d] TOOK OFF [e] LANDED [f] REMARKS [a] E [c] F/L WATKINS [d] 1401 [e] 1609 [a] T [c] F/L FOLLETT [d] 1354 [e] 1559 [a] F [c] F/L LANGDON [d] 1348 [e] 1602 [a] D [c] F/O LAWS [d] 1417 [e] 1638 [a] Z [c] F/O ANDERSON [d] 1402. [e] 1616 [a] U [c] F/O HILL [d] CANCELLED [a] W [c] F/O COSTER [d] 1359 [e] 1614 [a] G [c] F/O SCOTT [d] 1410. [e] 1641 [a] Y [c] F/O KEELEY. [d] CANCELLED [page break] [blank page] [page break [underlined] P.O.Ws. Repatriated: [/underlined] 4th May: 137 12th May: 336 15th May 72 [page break] [underlined] INDEX [/underlined] [a] DATE [b] TARGET [c] PAGE [a] 22nd/23rd NOV ’44 [b] TRONDHEIM [c] 123 [a] 26/27 NOV ’44 [b] MUNICH [c] 124 [a] 4th DEC ’44 [b] HEILBRONN [c] 125 [a] 8th DEC ’44 [b] URFT DAM (D) [c] 126 [a] 11th DEC ’44 [b] URFT DAM (D) [c] 127 [a] 17/18th DEC ’44 [b] MUNICH [c] 128 [a] 18/19th DEC ’44 [b] GYDNIA [c] 129 [a] 21/22 DEC ’44 [b] POLITZ [c] 130 [a] 28/29 DEC ’44 [b] SHIPPING MOSS AREA [c] 131 [a] 1/1/45 [b] LADBURGEN [c] 132 [a] 1st JAN ’45 [b] [deleted] LADBURGEN [/deleted] GRAVENHORST [c] 133 [a] 12th JAN. 45 [b] BERGEN [c] 134 [a] 14th JAN. 45. [b] LEUNA [c] 135 [a] 16/17 JAN 45 [b] BRUX [c] 136 [a]3/4 JAN ’45 [b] IJMUIDEN (D) [c] 137 [a] 6th Feb ‘45 [b] ALTENBETEN (D) [c] 138 [a] 7/8th Feb ’45 [b] LADBERGEN [c] 139 [a] 8/9th Feb 45 [b] POLITZ [c] 140 [a] 13/14th Feb 45 [b] DRESDEN [c] 141 [a] 14th FEB 45 [b] ALTENBEKEN (D) [c] 142 [a] 14/15 FEB 45 [b] ROSITA [c] 143 [a] 19/20 FEB 45 [b] BOHLEN [c] 144 [a] 21/22 Feb ’45 [b] GRAVENHORST [c] 145 [a] 22nd FEB 45 [b] ALTENBEKEN (D) [c] 146 [a] 24 FEB 45 [b] LADBERGEN (D) [c] 147 [a] 3rd Mch 45 [b] LADBERGEN [c] 148 [a] 6/7 Mch 45 [b] SASSNITZ [c] 149 [a] 7/8 Mc 45 [b] HARBURG [c] 150 [a] 11 Mch 45 [b] ESSEN (D) [c] 151 [a] 12th MARCH 1945 [b] DORTMUND (D) [c] 152 [a] 13th MARCH 1945 [b] ARNSBURG (D) [c] 153 [a] 14th MARCH 1945 [b] ARNSBURG (D) [c] 154 [a] 15th MARCH 1945 [b] ARNSBURG (D) [c] 155 [a] 16th MARCH 1945 [b] WURZBURG [c] 156 [a] 19th MARCH 1945 [b] VLOTHO (D) [c] 157 [a] 20th MARCH 1945 [b] NIENBURG (D) [c] 158 [a] 25th MARCH 1945 [b] BREMEN (D) [c] 159. [a] 23rd MARCH 1945 [b] BAD OEYNHAUSEN [c] 160 [a] 27th MARCH 1945 [b] FARGE (D) [c] 161 [a] 4th APRIL 1945. [b] [underlined] FILM UNIT [/underlined] NORDHAUSEN (D) [c] 162. [a] 7 APRIL 1945 [b] [underlined] FILM UNIT [/underlined] IJMUIDEN [c] 163 [a] 7/8 APRIL 1945 [b] MOBLIS [symbol] [c] 164 [a] 8/9 APRIL 1945 [b] LUTZKENDORF [c] 165 [a] 13th APRIL 1945 [b] PRINZ EUGEN AT SWINEMUNDE (D) [c] 166. [a] 16/17 APRIL 1945 [b] PILSEN. [c] 167. [a] 19th APRIL 1945 [b] HELIGOLAND [c] 168 [a] 25 APRIL 1945 [b] BERCHTESGADEN [c] 169 [a] 4th MAY 1945 [b] Operation “EXODUS” [c] 170 [a] 12th MAY 1945 [b] Operation “EXODUS” [c] 171 [a] 15th MAY 1945 [b] OPERATION “EXODUS” [c]172. [page break] [blank page] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context MAudisRJ[Ser#-DoB]-230427-04 Title A name given to the resource 9 Squadron handwritten Operation Record Book. Four Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Spatial Coverage Spatial characteristics of the resource. Great Britain England--Lincolnshire Atlantic Ocean--North Sea Norway Norway--Bergen Norway--Moss Norway--Trondheim Germany Germany--Ruhr (Region) Germany--Altenbeken Germany--Altenburg (Thuringia) Germany--Arnsberg Germany--Bad Oeynhausen Germany--Berchtesgaden Germany--Borna (Leipzig) Germany--Bremen Germany--Dortmund Germany--Dresden Germany--Essen Germany--Halle an der Saale Germany--Hamburg Germany--Heilbronn Germany--Helgoland Germany--Hörstel Germany--Ladbergen Germany--Leipzig Germany--Leuna Germany--Munich Germany--Nienburg (Lower Saxony) Germany--Nordhausen (Thuringia) Germany--Sassnitz Germany--Urft Dam Germany--Vlotho Germany--Würzburg Netherlands Netherlands--IJmuiden Poland Poland--Gdynia Poland--Police (Województwo Zachodniopomorskie) Poland--Świnoujście Czech Republic Czech Republic--Most Czech Republic--Plzeň Germany--Böhlen Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Temporal Coverage Temporal characteristics of the resource. 1944-11-22 1944-11-23 1944-11-26 1944-11-27 1944-12-04 1944-12-08 1944-12-11 1944-12-17 1944-12-18 1944-12-19 1944-12-21 1944-12-22 1944-12-28 1944-12-29 1945-01-01 1945-01-12 1945-01-14 1945-01-15 1945-01-16 1945-01-17 1945-02-03 1945-02-06 1945-02-07 1945-02-08 1945-02-09 1945-02-13 1945-02-14 1945-02-15 1945-02-19 1945-02-20 1945-02-21 1945-02-22 1945-02-24 1945-03-03 1945-03-04 1945-03-06 1945-03-07 1945-03-08 1945-03-11 1945-03-12 1945-03-13 1945-03-14 1945-03-15 1945-03-16 1945-03-17 1945-03-19 1945-03-20 1945-03-22 1945-03-23 1945-03-27 1945-04-05 1945-04-07 1945-04-08 1945-04-09 1945-04-13 1945-04-16 1945-04-17 1945-04-19 1945-04-25 1945-05-04 1945-05-12 1945-05-15 Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Anne-Marie Watson Steve Baldwin Description An account of the resource This is a handwritten record of the operations of 9 Squadron from 22nd November 1944 to 9th June 1945. For each operation it includes many details of the target, routes, bomb load, a description of results, and if any did not return. Inserted is the battle order for each operation with details of the crew. There is an index listing each operation. 9 Squadron were operating Lancasters I and III from RAF Bardney. Over the period covered by this record 9 Squadron flew a total 47 bombing operations (24 day and 23 night operations) and 3 Operation Exodus. Targets included Trondheim, Munich, Heilbronn, the Urft Dam, Gdynia, Politz, shipping in the Moss area, Ladbergen, Gravenhorst, Bergen, Leuna, Brux, IJmuiden, Altenbeken, Dresden, Rositz, Bohlen, Sassnitz, Hamburg, Essen, Dortmund, Arnsberg, Würzburg, Vlotho, Nienburg, Bremen, Bad Oeynhausen, Farge, Nordhausen, Molbis, Lützkendorf, the Prinz Eugen at Swinemunde, Pilsen, Heligoland, Berchtesgaden. Conforms To An established standard to which the described resource conforms. Review Oct 2024 9 Squadron aircrew bombing bombing of Dresden (13 - 15 February 1945) bombing of Helgoland (18 April 1945) Lancaster Lancaster Mk 1 Lancaster Mk 3 Lützow Operation Exodus (1945) Pathfinders pilot Prinz Eugen RAF Bardney Tallboy https://ibccdigitalarchive.lincoln.ac.uk/files/original/2685/47770/LSinclairND42897v1.pdf 2b92d2c0b38a9add2c13fe66cfb5e828 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Sinclair, Norman Denys Sinclair, ND Description An account of the resource Three items. The collection concerns Flight Lieutenant Norman Denys Sinclair DFC (42897 Royal Air Force) and contains his log book and photographs. He flew operations as a pilot with 540 Squadron. The collection was loaned to the IBCC Digital Archive for digitisation by Peter Derek Sinclair and catalogued by IBCC Digital Archive staff. Date A point or period of time associated with an event in the lifecycle of the resource 2023-04-12 Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Sinclair, ND Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Norman Denys Sinclair’s Royal Air Force Pilot’s Flying Log Book Identifier An unambiguous reference to the resource within a given context LSinclairND42897v1 Description An account of the resource Norman Sinclair’s Pilot’s Flying Log Book from 16th August 1939 until 5th October 1945. Pilot training started at No. 9 Elementary Flying Training School, No. 1 Flying Practice Unit, No. 12 Flying Training School. Became a flying instructor at the Central Flying School and No. 1 School of Army Co-operation. Posted to 309 (Polish) Squadron in November 1940. Operational posting to No. 1 Photographic Reconnaissance Unit (PRU) in May 1941, which in September 1942 became 540 Squadron. Shot down on 28 March 1943 over Norway by two Me 109’s. After capture flown to Germany in a Ju-52. He was held in Stalag Luft III from 5 April 1943 until May 1945. On returning to England undertook refresher training at No. 17 Service Flying Training School, before postings to 525 and 187 Squadrons. Served at RAF Walsgrave, RAF Anstey, RAF Grantham, RAF Meir, RAF Upavon, RAF Old Sarum, RAF Renfrew, RAF Benson, RAF Gibraltar, RAF Bathurst (Gambia), Freetown, RAF Leuchars, RAF Coleby Grange, RAF Wymswold, RAF Syerston, RAF Membury, RAF Netheravon. Aircraft flown were Tiger Moth DH82, Anson, Hind, Hector, Tutor, Master, Lysander, Magister, Proctor, Battle, Spitfire, Blenheim, Hornet Moth, Maryland, Swordfish, Hudson, Boeing Clipper, Sunderland, Mosquito, C-47 Dakota, B-24 Liberator, JU-52, Lancaster, Oxford. With 1 PRU and 540 Squadron he flew as the pilot 102 photoreconnaissance operations all in daylight. His targets included Tarifa, Casablanca, Oran, the Spanish Coast, Lisbon, Straits of Gibraltar, Tangier, Cartagena, Majorca, Cadiz, Cape St Vincent, Rabat, Minorca, Dakar, Tambacounda, Kaolack, Bambey, Saint Louis, Bergen, Narvik, Stavanger, Danzig, Gdynia, Stettin, Skagerrak, Trondheim, Egersund, Oslo, Kristiansund, Copenhagen, Stadlandet, Tromso, Gibraltar, Algiers, Toulon, the Balearic Islands, Tarragona, Kiel, Namsos. He was involved in photographing Tirpitz, Scharnhorst and Prince Eugen. Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Temporal Coverage Temporal characteristics of the resource. 1939 1940 1941-08-12 1941-08-13 1941-08-14 1941-08-15 1941-09-04 1941-09-06 1941-09-07 1941-09-10 1941-09-16 1941-09-29 1941-09-30 1941-10-02 1941-10-03 1941-10-05 1941-10-06 1941-11-14 1941-11-15 1941-11-16 1941-11-19 1941-11-24 1941-11-25 1941-11-27 1941-11-30 1941-12-06 1941-12-11 1941-12-12 1941-12-13 1941-12-15 1942-01-09 1942-01-10 1942-01-13 1942-01-14 1942-01-15 1942-01-18 1942-01-19 1942-01-20 1942-02-26 1942-03-03 1942-05-17 1942-05-19 1942-05-22 1942-05-29 1942-06-02 1942-06-06 1942-06-19 1942-06-25 1942-07-03 1942-07-08 1942-07-11 1942-07-15 1942-07-29 1942-08-04 1942-08-08 1942-08-10 1942-08-17 1942-08-26 1942-09-06 1942-09-14 1942-09-26 1942-09-28 1942-10-11 1942-10-13 1942-11-01 1942-11-05 1942-11-06 1942-11-07 1942-11-10 1942-11-14 1942-11-19 1942-11-25 1942-12-01 1942-12-03 1943-01-06 1943-01-08 1943-01-10 1943-01-14 1943-01-24 1943-01-26 1943-02-03 1943-02-04 1943-02-06 1943-02-09 1943-02-23 1943-03-07 1943-03-09 1943-03-12 1943-03-14 1943-03-20 1943-03-22 1943-03-28 1945 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Berkshire England--Leicestershire England--Lincolnshire England--Nottinghamshire England--Oxfordshire England--Staffordshire England--Warwickshire England--Wiltshire Scotland--Fife Atlantic Ocean--Skagerrak Gibraltar Gibraltar France France--Toulon Germany Germany--Kiel Portugal Portugal--Cape Saint Vincent Portugal--Lisbon Spain Spain--Balearic Islands Spain--Cádiz Spain--Cartagena Spain--Tarifa (Cádiz) Spain--Tarragona Poland Poland--Gdańsk Poland--Gdynia Poland--Szczecin Denmark Denmark--Copenhagen Norway Norway--Bergen Norway--Egersund Norway--Kristiansund Norway--Namsos Norway--Narvik Norway--Oslo Norway--Stadlandet Norway--Stavanger Norway--Tromsø Norway--Trondheim North Africa Algeria Algeria--Algiers Algeria--Oran Morocco Morocco--Casablanca Morocco--Rabat Morocco--Tangier Gambia Gambia--Banjul Senegal Senegal--Bambey Senegal--Dakar Senegal--Kaolack Senegal--Saint-Louis Senegal--Tambacounda Sierra Leone Sierra Leone--Freetown Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Coastal Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Format The file format, physical medium, or dimensions of the resource One booklet Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource 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. Conforms To An established standard to which the described resource conforms. Review Oct 2024 187 Squadron 309 Squadron 525 Squadron 540 Squadron aircrew Anson B-24 Battle Blenheim C-47 Flying Training School Hornet Moth Hudson Ju 52 Lancaster Lysander Magister Me 109 Mosquito Oxford Photographic Reconnaissance Unit pilot Prinz Eugen prisoner of war Proctor RAF Ansty RAF Bathurst RAF Benson RAF Coleby Grange RAF Gibraltar RAF Grantham RAF Leuchars RAF Meir RAF Membury RAF Netheravon RAF Old Sarum RAF Renfrew RAF Syerston RAF Upavon RAF Wymeswold Scharnhorst shot down Spitfire Stalag Luft 3 Sunderland Swordfish Tiger Moth Tirpitz training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1964/40555/NGearyPC171012-020001.jpg 616cfbda39ec8ea92681b39dbde4c0bd https://ibccdigitalarchive.lincoln.ac.uk/files/original/1964/40555/NGearyPC171012-010001.jpg 7c83a20b72fe392cd20224c2b081b9a6 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Geary, Patrick Clement P C Geary Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-10-12 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Geary, PC Description An account of the resource 81 items. The collection concerns Patrick Clement Geary DFM (914328 Royal Air Force) and contains his log books documents, photographs and a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2772">photograph album</a>. He flew operations as an air gunner with 150 Squadron.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Patrick David Geary and catalogued by Trevor Hardcastle. Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document MEN WHO BOMBED NAZI WARSHIPS 51 DECORATED Awards are announced to=day to 51 R.A.F. Officers and airmen who were largely responsible for the great success of the daylight attacks in July on Brest and La Pallice, where the targets were German warships which included the Gneisenau, Scharnhorst and Prinz Eugen. A smaller attack was made on Cherbourg. "Extremely heavy and accurate anti-aircraft fire and fighter opposition were encountered by all aircraft." says the Air Ministry. Brest was protected by a balloon barrage. Nevertheless, the attackers secured direct hits on their objectives and inflicted very severe damage in the target area. Twenty-one enemy aircraft were destroyed, others damaged. The precise timing of attack by the various formations, correct approach, and accurate bombing demanded great skill and high courage. The awards are as follows, figures denoting squadron numbers, viz.: D.S.O. – Wing Cmdr. R.A.C. Carter (150). Wing Cmdr. G.T. Jarman, D.F.C. (76). A./Wing Cmdr. R.S. Allen, D.F.C., R.A.F.O. (106), A./Sqdn. Ldr. T.P.A. Bradley, D.F.C. (35), A./Sqdn. Ldr. H. Budden. D.F.C., missing (104). D.F.C. – Wing Cmdr. F.W. Dixon-Wright (99), Wing Cmdr. R.H. Maw (12), Wing Cmdr. W.S.P. Simonds (104), A/Wing Cmdr. V.S. Butler (226), Sqdn. Ldr. C.N. Fleming (142), Sqdn Ldr. L.J. Stickley (40), A./ Sqdn. Ldr. W.B. Keddy, R.C.A.F. (405), A./ Sqdn. Ldr. G.V. Lane (103), Flt. Lt. P.E. Dodson (142), Flt. Lt. R.D. Max (103), A./Flt. Lt. K.M. Bastin, R.A.F.V.R. (76), A./Flt. Lt. R.I. Pooley, R.A.F.V.R. (115), Flying Offr. N. Butler (99), Flying Offr. G.A. Isbell, R.A.F.V.R. (218), Flying Offr. W.St.C. McNeilly (142), Flying Offr. E.A. Morrison, R.A.F.V.R. (99), Flying Offr. A.J.H. Roberts (103), Flying Offr. A.J. Smitz. R.A.F.V.R. (57), Flying Offr. C. Stokes (75 N.Z.), A./Flying Offr. G.M. Brisbane, D.F.M. (76), Pilot Offr. J.A. Duncan. R.C.A.F. (40), Pilot Offr. J.P. Erly, R.C.A.F. (106), Pilot Offr. J. Henderson, R.A.F.V.R. (106), Pilot Offr. A.B. Payne, R.A.F.V.R. (12), Pilot Offr R.H. Sutton, R.C.A.C. (104), Warrant Offr G.W. Holden, R.A.F.V.R. (25). D.F.M. – Flt. Sgt. A. Adderley (115), Flt. Sgt. F.F. Barker (103), Flt. Sgt. H. Johnston (115), Flt. Sgt. R.V.C. Oliver (44), Flt. Sgt. R.E. Parsons, R.C.A.F. (405), Flt. Sgt. T. Williams (44), Sgt. J.D. Armstrong (104), Sgt. H. Broadbent (99), Sgt. E. Callander, (N.Z. 75), Sgt. J.F.K. Cork (115), Sgt. H.R. Corrin, R.N.Z.A.F. (75), Sgt. G.A. Fraser (76), Sgt. P.C. Geary (150), Sgt. T. Gould, R.A.F.V.R. (40), Sgt. H.R. Higgins (35), Sgt. G. Martin (N.Z. 75), Sgt. A.D. Morris (40), Sgt. A.P. Overall (106), Sgt. M.A. Sachs (35), Sgt. A. Weldon (150). [page break] THE KING has been graciously pleased to approve the undermentioned awards, in recognition of gallantry displayed in flying operations against the enemy:- In July, 1941, large scale attacks were made on German warships at Brest and La Pallice, including the [italics] Gneisenau, Scharnhorst and Prinz Eugen [/italics]. A smaller attack was made on Cherbourg. The operations were carried out in daylight and extremely heavy and accurate anti-aircraft fire and fighter opposition were encountered by all aircraft when approaching the target, which at Brest was protected by a balloon barrage. The air crews engaged succeeded, nevertheless, in securing direct hits on their objectives and in inflicting very severe damage in the target area. During the combats with enemy fighters twenty-one hostile aircraft were destroyed and others were severely damaged. The precise timing of attack by the various formations of aircraft and their correct approach to and accurate bombing of the objectives, in the face of such powerful opposition, demanded great skill and high courage. The great success of these operations was largely due to the bravery, determination and resource displayed by the following officers and airmen, who participated in various capacities as leaders and members of the aircraft crews:- The number after each name represents the squadron with which the recipient is serving. DISTINGUISHED SERVICE ORDER. Wing Commander R.A.C. CARTER, No. 150. Wing Commander G.T. JARMAN, D.F.C., No. 76. Acting Wing Commander R.S. ALLEN, D.F.C., R.A.F.O., No. 106. Act. Squadron Leader T.P.A. BRADLEY, D.F.C., No. 35. Act Squadron Leader H. BUDDEN, D.F.C., No. 104 (missing). DISTINGUISHED FLYING CROSS. Wing Commander F.W. DIXON-WRIGHT, No. 99. Wing Commander Roger H. MAW, No. 12. Wing Commander W.S.P. SIMONDS, No. 104 Act. Wing Commander V.S. BUTLER, No. 226. Squadron Leader Charles N. FLEMING, No. 142. Squadron Leader Laurence J. STICKLEY, No. 40. Act. Squadron Leader W.B. KEDDY, No. 405 (R.C.A.F.). Act. Squadron Leader Gordon V. LANE, No. 103. Flight Lieutenant Peter E. DODSON, No. 142. Flight Lieutenant Roy Douglas MAX, No. 103. Act. Flight Lieutenant K.M. BASTIN, R.A.F.V.R., No. 76. Act Flight Lieutenant R.I. POOLEY, R.A.F.V.R., No. 115. [missing word] Officer Norman BUTLER, No. 99. Flying Officer G.A. ISBELL, R.A.F.V.R., No. 218. Flying Officer W. St.Clair McNEILLY, No. 142. Flying Officer E.A. MORRISON, R.A.F.V.R., No. 99. Flying Officer Arthur James H. ROBERTS, No. 103. Flying Officer A.J. SMITZ, R.A.F.V.R., No. 57. Flying Officer Charles STOKES, No. 75 (N.Z.). Act. Flying Officer G.M. BRISBANE, D.F.M., No. 76. Pilot Officer J.A. DUNCAN, R.C.A.F., No. 40. Pilot Officer James Paul ERLY, R.C.A.F., No. 106. Pilot Officer J. HENDERSON, R.A.F.V.R., No. 106. Pilot Officer A.B. PAYNE, R.A.F.V.R., No. 12. Pilot Officer R.H. SUTTON, R.C.A.F., No. 104. Warrant Officer G.W. HOLDEN, R.A.F.V.R., No. 25. DISTINGUISHED FLYING MEDAL. Flight Sergeant Albert ADDERLEY, No. 115. Flight Sergeant Frederick F. BARKER, No. 103. Flight Sergeant Henry JOHNSTON, No. 115. Flight Sergeant Ronald V.C. OLIVER, No. 44. Flight Sergeant R.E. PARSONS, R.C.A.F., No. 405. Flight Sergeant Tegwyn WILLIAMS, No. 44. Sergeant John Dudley ARMSTRONG, No. 104. Sergeant Harold BROADBENT, No. 99. Sergeant Edward CALLANDER, No. 75 (N.Z.). Sergeant John Frederick Keith CORK, No. 115. Sergeant H.R. CORRIN, R.N.Z.A.F., No. 75 (N.Z.). Sergeant George Alexander FRASER, No. 76. Sergeant Patrick Clement GEARY, No. 150. Sergeant Thomas GOULD, R.A.F.V.R., No.40. Sergeant Herbert Reginald HIGGINS, No. 35. Sergeant Gwyn MARTIN, No. 75 (N.Z.). Sergeant Alexander Douglas MORRIS, No. 40. Sergeant Arthur Percy OVERALL, No. 106. Sergeant Mark Antony SACHS, No. 35. Sergeant Arnold WELDON, No. 150. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Newspaper clippings announcing award of Patrick Geary's DFM Description An account of the resource Clippings announcing awards to 51 officers and airmen for the daylight attacks on Brest and La Pallice which included Patrick then on No 150 Sqdn. The Gneisenau, Scharnhorst and Prinz Eugen were targets. Temporal Coverage Temporal characteristics of the resource. 1941-07 Spatial Coverage Spatial characteristics of the resource. Great Britain Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource Newspaper clipping Identifier An unambiguous reference to the resource within a given context NGearyPC171012-020001, NGearyPC171012-010001 Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive Contributor An entity responsible for making contributions to the resource Sue Smith 150 Squadron air gunner aircrew Distinguished Flying Medal Gneisenau Prinz Eugen Scharnhorst Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/1975/38454/MWheelhouseE886176-171027-010001.jpg b091e0a3922a4eb559e9fb2dbb170d51 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1975/38454/MWheelhouseE886176-171027-010002.jpg 803c94fc883633e05bd8010a8ab0eef7 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1975/38454/MWheelhouseE886176-171027-010003.jpg d4d47080b8a356de0c7834036ceba832 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1975/38454/MWheelhouseE886176-171027-010004.jpg 8ee357d0b07e04a1cbb60b38b4181845 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1975/38454/WARNING GRAPHIC CONTENT.1.jpg b53cc613b8a2d6c309628ea583201a9c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wheelhouse, Edith E Wheelhouse Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-10-27 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Wheelhouse, E Description An account of the resource Seven items. The collection concerns Corporal Edith Wheelhouse and contains newspaper clippings and photographs. She served in the WAAF at RAF Scampton and RAF Coningsby. The collection has been loaned to the IBCC Digital Archive for digitisation by Jean Valerie Cann and catalogued by Barry Hunter. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Luftpost, 11, 29 July 1941 Description An account of the resource Page 1 Despite earlier army reports being reliable, it is claimed that there is now German disinformation concerning the Russian campaign and the high number of casualties and prisoners. After spotting a battle cruiser on 22nd July, an RAF operation was carried out on 24th July with damage to the Gneisenau and Scharnhorst battle cruisers and Prinz Eugen cruiser. 34 Messerschmitts were shot down. It claims German ships are now effectively confined to ports. In a London radio broadcast, President Franklin D. Roosevelt’s adviser, Harry Hopkins, outlines American assistance to Britain, including joint patrols by warships, significant numbers of aircraft, food, and military equipment already en route. Page 2 Ten Serbs are hanged in Pancevo, on the orders of Bandelow after posters appeared stating that ten Serbs would be hanged for every German soldier killed or wounded. There are photographs of the hangings and of the notice. Several occupied cities were fined for using the V-sign (for victory) as an act of defiance. To counter this, the propaganda ministry has stolen the sign for its own use. Claims public is being deceived about share dividends being reduced (regulation to limit the distribution of profits on 21st June 1941). Page 3 The RAF flight range will increase as nights draw in, with heavier bombs at their disposal. Advice is dispensed to German urban populations on preparations to take for the autumn and winter. Lord Woolton, Minister of Food, on 15 July denigrates German media propaganda on the state of British nutrition; he claims German prisoners are amazed at how abundant it is and points to American supplies in the coming year with a higher nutritional value than the last fifteen years. America and Britain and its allies have frozen all Japanese assets as a result of it taking French-Indochina. Page 4 By taking over protection of Iceland, the United States has reduced the danger zone for British ships crossing the Atlantic, fulfilling the United States’ Secretary of State, Cordell Hull’s promise that weapons and foodstuff would safely reach their destination. With the news that Dr Robert Ley had visited some bombed cities in West Germany, the correspondent makes some comparisons between the good things England is doing for its people compared to Germany’s leaders. In addition to all the steelworks, armaments works and mines acquired in a number of territories, Reichsmarschall Hermann Göring has acquired Omnipol A.G. as an import export company to buy and sell as it wants. Date A point or period of time associated with an event in the lifecycle of the resource 1941-07-29 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Wehrmacht Royal Air Force Language A language of the resource deu Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource Four printed sheets Identifier An unambiguous reference to the resource within a given context MWheelhouseE886176-171027-010001, MWheelhouseE886176-171027-010002, MWheelhouseE886176-171027-010003, MWheelhouseE886176-171027-010004 Conforms To An established standard to which the described resource conforms. Pending text-based transcription. Other languages than English Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive Temporal Coverage Temporal characteristics of the resource. 1941-06 1941-07 1941-06-21 1941-07-15 1941-07-22 1941-07-24 Spatial Coverage Spatial characteristics of the resource. Germany Atlantic Ocean Great Britain Serbia Serbia--Pančevo United States Contributor An entity responsible for making contributions to the resource Sally Coulter bombing Gneisenau Goebbels, Joseph (1897-1945) Goering, Hermann (1893-1946) Prinz Eugen propaganda Roosevelt, Franklin Delano (1882-1945) Scharnhorst Waffen-SS https://ibccdigitalarchive.lincoln.ac.uk/files/original/934/36457/BLovattPHastieRv2.pdf 295406378e70aa4d2aeb43baeaddc085 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lovatt, Peter Dr Peter Lovatt P Lovatt Description An account of the resource 117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-09-27 2019-09-03 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Lovatt, P Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document HASTIE DFC: THE LIFE AND TIMES OF A WARTIME PILOT Peter Lovatt [page break] 1 Acknowledgements During the 1970's chance took me to Scotland and Roy Hastie. During the course of several conversations with him, I learned something of his wartime career with the RAFVR before he came to Oulton, which I found fascinating and interesting and worthy of wider audience. Hence the origins of this publication. In the course of writing his life story I relied heavily on these conversations and the letters which he subsequently wrote to me. I should like to thank Mr Harry Palmer for providing me with information about Roy Hastie, and his first tour of operations with Coastal Command. To Mr Peter Mapp, of Devizes, I continue to owe a debt of gratitude for his time and expertise in helping me to prepare this manuscript for publication. I wish to acknowledge the permission of the Controller of Her Majesty's Stationery Office to quote from publications and all official records in which the Copyright is vested in the Crown. Devizes Wiltshire October 2003 Peter Lovatt [page break] 2 CONTENTS Page Acknowledgements 1 Illustrations & Photographs 3 Foreword 4 Prologue 7 Chapter 1 Early Days, the Outbreak of War and Learning to Fly 9 Chapter 2 Coastal Command and No. 53 Squadron 16 Chapter 3 Aid to the United States 28 Chapter 4 Marriage and a Caribbean Sojourn 45 Chapter 5 Success in the Mediterranean and North Atlantic; Airborne Radio Countermeasures come to Bomber Command 57 Chapter 6 Radar in Germany and Great Britain, and Bomber Command 59 Chapter 7 No 100. Group and the formation of No. 223 Squadron 72 Chapter 8 Bomber Support Operations: 1944 78 Chapter 9 Bomber Support Operations: 1945 84 Chapter 10 The Post War Years and Beyond 91 Appendix One Glossary 97 Appendix Two The Last Hudson 100 Appendix Three No. 53 Squadron 106 Appendix Four No. 223 Squadron 112 Endnotes 121 Bibliography 124 Index 127 [page break] 3 Illustrations and Photographs Following Page 1 The Battle of the Atlantic is being lost 17 2 Hudson Squadron personnel at No.6 (Coastal) OTU 18 3 Glasgow Daily Record, 29 August 1942 35 4 The Princeton Club 38 5 HRH The Duke of Windsor 48 6 The Goldfish Club 54 7 Air to Surface Vessel, Radar 58 8 Telegram notification of award of DFC 93 9 Letter from AVM E.B. Addison, AOC 100 Group 93 [page break] 4 Forward Roy Hastie was just a very ordinary man, who felt it his duty to volunteer for flying duties when he realised that his country was in trouble in 1940. He duly qualified as a Sergeant pilot in 1941, somewhere near to the age limit of twenty-nine. His first operational tour of duty, which started in January 1942, was with Number 53 Squadron of Coastal Command, equipped with Lockheed Hudson aircraft. This unit later became engaged in attempting to stop German coastal shipping moving much wanted supplies by sea in support of Hitler's war aims, along the coastline of occupied Europe. The Germans defended these convoys ferociously, especially with anti-aircraft fire, with the result that between January and April 1942, only six Axis ships had been sunk for the loss of fifty-five RAF aircraft. Such losses were prohibitive and by July, the AOC-in-C, Coastal Command, Air Chief Marshal Sir Philip B. Joubert de la Ferte, decided to abandon all low level attacks against shipping, pending a decision to re-equip with faster aircraft, carrying a heavier armament. No. 53 Squadron was then ordered to the Western Hemisphere, in order to help the United States Army and Navy fight the U-boat war. Hastie, with all of four hundred and eighty hours flying experience behind him, was instructed to cross the Atlantic with a fully laden operational aircraft, and land at Quonset Point, Rhode Island, which was to be the home of the Squadron for the time being. Shortly afterwards, a new base was found for them in Trinidad, which was further to the south, nearer to the oilfields of the Caribbean and South America, and closer to the centre of the then current U-boat activities. Nine hectic months were then spent on passing on British experience and expertise, to the personnel of the United States Navy and Army, before the British unit was withdrawn to the United Kingdom. Hastie flew his own aircraft back to Docking, in Norfolk, where No 53 was to be based but, in doing so, experienced a traumatic crossing of the Atlantic, bad weather nearly putting an end to both aircraft and crew. Not long after his return, Roy was informed that five flying instructors were required at the Coastal Command Operational Training Unit at Nassau, in the Bahamas and, notwithstanding the fact that originally he had not wished to become a flying instructor, he was selected to fill one of the posts. It was thus in April 1943 that he returned to the United States, this time by sea in the SS [italics] Queen Elizabeth [/italics]. After reaching New York, he journeyed south by rail down the long eastern seaboard of the United States to Miami. Here a boat [page break] 5 conveyed the party across the sea to New Providence Island, where HRH the Duke of Windsor had been installed as Governor and Commander-in-Chief since 1940. During his time as a flying instructor, at No. 111 Operational Training Unit, Roy welded recently qualified pilots, navigators and wireless operators into competent operational crews for Coastal Command. During this period, he had to contend with several serious incidents, including runaway propellers and, on one occasion, the successful ditching of a twin-engined North American Mitchell aircraft, into the sea off the island of Eleuthera, thereby saving himself and the lives of his student crew. Progressing through the ranks of the RAF NCO wartime promotion structure for aircrew, he had by now become a Warrant Officer, and thus it was from this position that he was commissioned as a Flying Officer, just before his time in the Bahamas came to a close, in July 1944. With his tour of duty as an instructor at an end, he was allowed to select his own crew from amongst those he had recently trained, prior to returning to the United Kingdom. By now, however, the Battle of the Atlantic had been won and the U-boat vanquished. Replacement crews were simply not required by Coastal Command, and thus Hastie and crew, kicked their heels in Harrogate for several weeks, whilst the RAF searched for a job for them all. In August, it became known that a new squadron was to be formed at RAF Oulton, and equipped with Liberators, for radio countermeasure duties in Bomber Command. It wasn't to Hastie's liking, operating with Bomber Command, but at least it was a flying job and he could keep his own crew too. Roy Hastie, the crew augmented by additional air gunners and special wireless operators, then successfully completed a full tour of operations in his new Command, at the end of which he was awarded a DFC. Shortly, he departed from Oulton, leaving his crew in the capable hands of his co-pilot, Chris Spicer for possible service in the Far East. In the remaining months of service, Roy was again employed as flying instructor, converting crews in the United Kingdom to the Liberator, which was then being used more extensively, as a transport aircraft in the RAF. Roy tried hard to enter civil aviation and continue to fly, a job which he loved, but at the age of thirty-three he was too old, and even his considerable flying experience was not enough for him to be accepted into the burgeoning civil aviation industry. With some reluctance he returned to Andersons, his former employers, who had not only kept a job open for him during the war, but who had also generously continued to pay his previous salary, throughout his service. It was during the next [page break] 6 year or two that he re-joined the RAFVR and thus was able to continue to fly at weekends; he also participated in a number of Monte Carlo rallies. Two years after retirement in 1979, he died at the age of sixty-seven, whilst playing a round of golf on a course near his home. So passed away Robert Millar Hastie, a patriot and leader of men, and superb aviator. [page break] 7 Prologue The instructor's words were surprisingly loud and clear in his ears above the noise of the idling engine: [italics] proceed to the leeward end of the field, take off into wind and complete one circuit and landing. [/italics] The instructions were plain enough; it was the 24 December 1940, and the pupil pilot had exactly 10.05 hours flying instruction to his credit. The student waited somewhat impatiently as Handle Bar Hank, as the examining officer was known amongst the novices, hampered by his seat parachute, climbed out of the front cockpit of Tiger Moth No 7277 belonging to No 11 Elementary Flying School, Perth, situated at the head of the Firth of Tay. Flight Lieutenant Hughes stood on the lower port wing and proceeded to fold the stiff canvas lap straps neatly into position across the seat of the recently vacated cockpit, finally securing the harness with the locking pin provided. At last, he jumped to the ground and disappeared from view. The engine responded immediately to the forward movement of the throttle and slowly the aircraft began to move forward towards the downwind boundary. The student remembered to use the throttle in short bursts, but try as he could the beginner found it difficult to taxi the DH 82 in the prescribed, zigzag manner. Fortunately, the aircraft responded to full rudder on reaching the take off position and he was able to turn with the help of a little extra throttle, being careful to leave the aircraft slightly out of wind. He quickly went through his take-off vital actions: throttle nut loose, trim lever two thirds forward, sufficient fuel, harness secure and tight and controls full and free. With a quick look round for other aircraft, he pushed the throttle right forward, a touch of rudder to keep straight, stick forward to bring the tail up, a bounce then another and the aircraft was flying. Deliberately he allowed the speed to build up to 55 mph before applying a gentle backward pressure on the joystick for the climb. He continued the climb until 800 feet when he reduced power slightly and then continued to the circuit height of 1000 feet, stick forward to level off and then reduce revolutions as for straight and level flight. There was just time to re-trim before the first turning point came up. Stick to the left, steady, apply a touch of rudder, and watch the turn and bank indicator. Somehow, the nose remained near the horizon as the aircraft came round on to the new heading. Now for the next turn as the trailing [page break] 8 edge of the port wing passed over the boundary hedge providing an opportunity to check that the flight path was parallel to the direction of take-off. Good, now for the landing checks. Time to throttle back, lose height in a gliding turn to port, re-trim and continue to turn but look out for other aircraft. He was now at 600 feet and descending, time to check that the wings were level; watch the airspeed, for goodness sake don't let it fall below 55 mph – it could be fatal. Left hand on throttle, ready to apply more power if necessary. Gently now, ground approaching, time to start levelling out, stick back and hold the aircraft level, stick right back and bump, then another, and the aircraft was down. He had done it. He had soloed. Keep it straight man, you haven't finished yet, use your rudder! He felt good. Easy wasn't it? Adjust trim and now taxi back to dispersal. Well, why not? No one was watching, especially with the other pupils in the circuit and so, without further ado, the student pushed the throttle fully forward and in a second or two was airborne again. On this occasion there seemed to be more time to look around and reflect. Perth had never seemed to be more attractive and was it only eight months since he was in Glasgow at St Mungo Halls, volunteering to be a pilot at the ripe old age of 28? No wonder he had been greeted with a slightly sardonic smile. Perhaps if the recruiting Sergeant could see him now his expression would be different. The second landing was accomplished with only one bump, but strangely though there was not the same warm glow and feeling of satisfaction, especially as taxying back to the marshalling area, he could see Fit Lt Hughes waiting for him. Sensing that something was wrong, he switched off and completed the closing down drills, before climbing out of the cockpit to receive the customary congratulations. Taking off helmet and goggles, he was about to undo his parachute harness when he was taken aside and given his first, but by no means his last, official dressing down for a flying offence. Fortunately nothing had been broken and so all was forgiven. So began the flying career of Robert Millar Hastie, better known as Roy to his family and Jock to the Air Force. It was to be marked by two characteristics, an ability to fly an aircraft well and, on occasions, a facility to disregard instructions.1 [page break] 9 Chapter One: Early Days, the Outbreak of War and Learning to Fly Robert Miller Hastie was born in Glasgow on 13 April 1912, the second son of John and Letitia Hastie. The family lived in an attractive dark red sandstone-housing block in Cathcart, sufficiently well built for it to stand today, as does the nearby Battlefield School which young Robert attended. It was named after the Battle of Langside, which was fought in the area. For some reason, however, even in his very early pre-school days, he had come to be known as Roy, except perhaps when official papers had to be signed. By all accounts he was not the brightest of pupils, although perhaps it might be fairer to say that he was more interested in the 'real' world outside the classroom and one in which he longed to escape. Nevertheless, by the age of eleven he had become a member of the Boys' Brigade and was learning to read music and play the trombone. Quite successfully too it would appear, for the Brass Band won first prize three years' running in the Scottish competition of those days. Soccer, however, was his major interest with swimming being a close favourite and one in which he won prizes and acquired the Royal Life Saving Society's Bronze Medallion. Understandably Roy left school at the earliest opportunity, in 1926 the year of the General Strike. Fortunately, he was quickly established in a law office as a trainee clerk. But it was not to last, for the following year found him in another office learning to be a clerk in the Customs and Excise. In 1928 John Hastie died and because of this, or the influence of an uncle, a well-established engineer, Roy began what was to be a long association with the motorcar industry. It soon became apparent that some formal qualifications were going to be required. To someone in Roy's position, hoping to become a mechanical engineer, this could only mean attending many long hours at night school, perhaps over a period of years and the expenditure of considerable sums of money. All very difficult and only an individual with considerable persistence and determination could hope to make the grade. And so it proved to be. For the first three years, and three evenings a week at that, were devoted to business training much to the surprise of his former teacher who on learning of this latest venture, could only exclaim, [italics] wonders will never cease. [/italics] Business studies gave way to automobile engineering at the Allan Glen's School, the three evenings a week being mainly devoted to draughtsmanship and mathematics. [page break] 10 When the new College of Engineering opened in Shamrock Street as part of Stow College, Roy moved there and by 1937 he had enrolled in the British Institute of Engineering Technology, remaining with this highly regarded institution until volunteering for service with the Royal Air Force, in 1940. Economic conditions were bad throughout the whole of the United Kingdom in 1933, but so severe was the unemployment in Scotland, that Roy thought he had to try and better his chances elsewhere. To do this took nerve, for it entailed becoming unemployed quite voluntary, allowing him a period of six months in which to find a better job. In the event of failure, he would join the RAF with the aid of enlistment papers already in his pocket. And so it came about that after serving some nine months in a local garage as an apprentice motor mechanic, Roy secured a position with the Western Motor Company, as a trainee salesman. When Western sold out in 1937 to Scottish Motor Transport, he found a niche with Anderson's of Newton Mearns, who were then the main dealers for Humber-Hillmans in Renfrewshire and Ayrshire. Apart from the war years, he was to remain with the same firm for over forty years.2 Soon after the outbreak of hostilities on 3 September 1939, Andersons found themselves engaged in work of national importance and because of this, Roy was exempted from National Service. In spite of the National Service (Armed Forces) Act, which made liable for conscription every able bodied male between the ages of 18 to 41, unemployment in the United Kingdom actually increased to 1,250,000, for the first few months of the war. This state of affairs was not to last, however, for by the autumn of 1940, such was the demand for manpower, the male conscription age was extended upwards firstly to fifty-one, and then to sixty-four. Other measures included the inclusion of all unmarried women firstly aged 20 to 30 years, and then to fifty-nine.3 Then came the abolition of lists of reserved occupations, each case in future being judged on its own merit. Roy had listened to Neville Chamberlain declare war on Germany that Sunday morning, on 3 September 1939, but the voice was dull and flat and drained of all emotion. He read with horror of the sinking of the SS [italics] Athenia [/italics] and subsequently learned of the early successes of the magnetic mine laid inshore by German U-boats and aircraft and of the daring exploit of Lieutenant Prien in October, when he sank HMS [italics] Royal Oak [/italics] at Scapa Flow.4 But all of this had little effect on his outlook. He did however resolve to work a little harder at Andersons which, by this time, was fully engaged in work of national importance. [page break] 11 The stirring action against the [italics] Graf Spee [/italics], by the three British cruisers off the River Plate, in December 1939, ended in the ignominious scuttling of the German pocket battleship. This morale raising event was followed in January 1940 by another, in February 1940, when the Royal Navy, guided by an aircraft of No. 220 Squadron, Royal Air Force, released a number of merchant navy prisoners held in the [italics] Altmark [/italics] which was found sheltering in a Norwegian fjord. The ship was a thirteen thousand-ton tanker, which had acted as an auxiliary and prison ship for the [italics] Graf Spee [/italics]. The incident helped to confirm Hitler's suspicion that Norway was a zone of destiny, which at some time the Allies would have to occupy. The release of the prisoners also helped to offset the dreary and debilitating measures, which the United Kingdom government was imposing on British citizens at home. These matters included air raid precautions, the blackout, a maximum of five inches of bath water and the evacuation of children from cities. It also became difficult to get a seat on trains, already bereft of restaurant cars and eating facilities. After seven months of war, food rationing was finally introduced in March 1940, meat being rationed to start with, at a rate of one shilling and tenpence per week. Above all, mounting shipping losses brought food shortages and higher prices to the shops. And so Roy could have stayed safe and secure at Andersons, but something in him changed his mind. It could hardly have been the 'La drole de Guerre' as the land war in France had come to be known, but not necessarily by the Royal Navy and Air Force. Perhaps it was a premonition of the epic struggles to come. Whatever the reason, one forenoon in April 1940, Roy approached his boss and asked if he might join the forces. The very same day he presented himself at St Mungo Halls, Glasgow, then the RAF Recruiting Centre for the area: [italics] I wish to volunteer as a pilot [/italics] Roy knew that at twenty-eight, he must be very close to the upper age limit, but he hoped that his maturity and experience would carry him through.5 Even so, it did not occur to him that the grin, which appeared on the face of the man behind the desk, could have been other than friendly. He was accepted for training, either as a pilot or observer in the Royal Air Force Volunteer Reserve, enlisting in the rank of AC2. Somewhat to his surprise he was told that he would not be required for some six to eight weeks and thus he should return home and go back to work. [page break] 12 He had not informed his mother of his intentions, so the delay was convenient; it would allow time in which to find the necessary words. Ten days later, a telegram arrived at Cathcart ordering him to report to RAF Padgate. Roy had been fortunate; to the end of the war the actual number of volunteers accepted for flying duties was comparatively small. Age and fitness were of course important factors in the selection process, together with education, experience and enthusiasm. He could not have known it at the time, however, but a number of other factors also contributed to his acceptance. The United Kingdom's comparatively numerically small regular air force was engaged in expanding as rapidly as possible, whilst at the same time attempting to maintain the highest of standards. Moreover, the newly instituted Empire Air Training Scheme was about to be launched, but had not yet produced any of the thousands of trained aircrew, who would be needed in the days to come, in order to match the requirements of a greatly enlarged wartime airforce. Thus all the conditions for acceptance were set in Roy's favour. The journey south from Glasgow was hectic; the train, like so many in wartime, was overcrowded and started hours late. It arrived eventually however, and RAF Padgate turned out to be a large collection of wooden huts, located some two miles to the Northeast of Warrington, where thousands of young men were destined to receive their introduction into the Royal Air Force. There was no service transport to meet the train at the local station and Roy, with one or two others, had to walk to camp. They eventually crawled into bed about 0400 hours the following morning, only to be woken two hours later by the door being flung open followed by a loud voice shouting: [italics] get your feet on the deck [/italics] The Orderly Sergeant was promptly told to shut up and, following an explanation, he did just that – much to his credit, and they were allowed to sleep on. The next few days were taken up with the issue of uniforms and various tests to confirm their suitability as pilots and navigators. And then, much to their surprise they were told that they could all go home. Roy immediately remonstrated, pointing out that as he was now in the air force, he had every intention of staying in. He made his point, for shortly afterwards he was posted to Blackpool to begin two weeks of formal recruit training. Before leaving Padgate, however, he and a pal named Stan managed to get out of camp for a few hours. This was no mean feat for a couple of raw recruits for it [page break] 13 meant borrowing, quite illegally, two passes from a couple of trainee cooks. It happened to be a Saturday afternoon, and the streets of Warrington were crowded as the two them made their way along the main street, dressed in their brand new serge uniforms. Now Stan's arm happened to be in a sling, the result of a not-so-friendly game of soccer, when suddenly a drunken voice shouted out for all to hear: [italics] look at the heroes who are winning the war for us [/italics] The ironic laughs and cheers of the passers-by remained with both of them, long after they had returned to their billets. Meanwhile, momentous events were taking place across the Channel, which were to lead to the collapse of the allied ground forces on the continent and to the eventual expulsion of the British Expeditionary Force from the mainland of Europe. The German Army, assisted by the Luftwaffe, began its thrust into Luxembourg and the Low Countries at first light on 10 May 1940. The Luftwaffe simultaneously attacked some 70 airfields in France, Belgium and Holland and, helped by parachute troops and Stuka dive-bombers, armoured columns penetrated deep into the allied defences. The attack took place so quickly, that by the end of the month much of the BEF had been forced to retreat to the coast to the small port of Dunkirk. It was here, thanks to the timely preparations made by Admiral Ramsay at his headquarters in Dover, that the Royal and Merchant navies, together with a host of small craft, were able to transport much of the BEF, along with many allied servicemen, to the United Kingdom over a period of seven days. But there was a heavy price to be paid for this enforced evacuation. The cost of lifting 338,226 troops off the beaches, during Operation Dynamo, amounted to seventy-two British and allied ships being lost, through direct enemy action, one hundred and sixty-three from other causes, and a further undetermined number damaged.6 Moreover, during the struggle the Royal Air Force lost 959 aircraft in May and June, of which 477 were fighters, desperately needed for the defence of the United Kingdom.7 The Army in its retreat abandoned much of its equipment, weapons and transport. Whilst the heavier items could not have been saved easily, the same could not be said of the 8,000 Bren guns and 90,000 rifles left behind, which should have been carried by hand to the United Kingdom.8 There was already a chronic shortage of small arms and ammunition, and these unnecessary losses could only have added to the worries of a newly appointed Prime Minister and government. [page break] 14 Indeed, Winston Churchill, shortly after assuming office of Prime Minister on 10 May 1940, realising the alarming deficiencies of weapons and supplies of all kinds, had to set about the task of acquiring the tools for the job. The United States, not yet in the war, and doubtful whether or not the United Kingdom could hold out against a vastly numerically superior German foe, was really the only country which could provide the vast range of items so desperately needed. It was unfortunate, therefore, that at first America insisted on payment in full for all goods supplied – in gold if necessary. The result of the implementation of this policy was the rapid rundown of the United Kingdom's Stirling Reserves which could have led to bankruptcy, but for the subsequent introduction of that generous and far sighted measure which came to be known as Lend Lease. In these circumstances it is not surprising that the two weeks at Blackpool turned into three, at the end of which Roy was sent to Grantham for ground defence duties. Here, at last, the recruits were able to enjoy some of the privileges and advantages enjoyed by the permanent staff of a unit. With only two service shirts and two pairs of socks, the unit laundry was understandably a godsend. It now became clear that Roy had been sent to Lincolnshire pending the start of aircrew training at one of the Initial Training Wings. It was now September 1940, and the Battle of Britain was at its height. The retreat of the British Army to Dunkirk and subsequent evacuation had come and gone and, with it, a new and different kind of prime minister. The threat of invasion seemed very real, as the nation awaited the outcome of the Battle of Britain being fought out in the skies overhead. After an interval of two weeks or so, Roy was moved to Babbacombe, in the West Country. He then went on to the ITW at Aberystwyth, in Wales, for three months intensive training, in elementary navigation, meteorology, principles of flight and associated subjects, before proceeding to No 11 Elementary Flying Training School at Perth. Learning to fly at Scone two miles to the North East of Perth was, as previously related, an enjoyable experience and one which came to an end far too quickly. By 26 February 1941 he had successfully acquired some forty flying hours in his logbook and it was time to move on, leaving behind one or two unfortunate individuals who had failed to make the grade. It was then the custom of the service to ask students, whilst undergoing their flying training, which types of operational aircraft they would most like to fly. This was an important decision of course, for the type of aircraft [page break] 15 generally determined role. Most wanted to fly single-engined fighters but, obviously, not everyone could be given their first choice and Roy was no exception: [italics] twins Hastie, you are older and steadier than the others, [/italics] he was told. And so it proved to be, for after a few days leave he reported to No 3 Flying Training School then located at South Cerney, Gloucestershire. Here he quickly came to hear about the vices of the Airspeed Oxford, the standard twin-engined trainer at the time. It swings badly on take-off, he was told, whilst others insisted that three-point landing was difficult. To Roy it just seemed a little bigger than the Tiger Moth, and after five hours instruction he soloed without difficulty. The course continued uneventfully, until one day after returning from a solo exercise his seat mounting suddenly collapsed on landing. By the second bounce, his eyes were well below the level of the perspex canopy. Fortunately the Oxford kept a fairly straight path and no harm was done. Nevertheless, for someone still learning to fly it was quite an experience, which so easily could have ended in tragedy. On another occasion, night flying was in progress at the nearby satellite of Windrush. It was May 1941 and Roy was on flare path duty, when the Luftwaffe decided to attack the airfield again, having come earlier in the year in March. Fortunately for Roy, he could still sprint quite well and thus escaped the intruders' machine gun and cannon fire. On 24 May 1941, having acquired some 123 hours of flying time, he received his flying badge and was promoted to the temporary war substantive rank of sergeant. He had been serving in the Royal Air Force Volunteer Reserve for little over a year. [page break] 16 Chapter Two: Coastal Command and No 53 Squadron Attacks against British shipping started the day war was declared and with a nation so heavily dependent on the sea for the majority of its food imports, petroleum and essential war supplies, it was obvious that the shipping lanes had to be kept open. Some 172 British merchant vessels were lost by enemy action during the first eight months of the war, totalling 743,802 tons, and during the three months March, April and May 1941, 179 ships of 545,000 tons were sunk by enemy air attack alone.9 In June there came a recrudescence of U-boat warfare and, through this cause alone, in the next few months no fewer than 152 British, allied or neutral ships were sent to the bottom of the sea. German aircraft even took to dropping propaganda leaflets over southern England, about successes at sea by U-boats, bombers and ships (see illustration). All of this activity occurred in the month that Hitler had decided to attack Russia. Air attacks too, which had been responsible for the loss of 36 ships during May caused the destruction of 73 more during June, July and August. Moreover, air and E-Boat attacks soon compelled the British authorities to discontinue routing ocean convoys through the English Channel, or South of Ireland, and, instead, to send them round the north of Scotland. Whilst at South Cerney Roy had asked to be sent to a Coastal Command OTU. He was therefore surprised and perturbed, to receive instructions to report to RAF Cranwell, to become a flying instructor, the Cadet College having been closed for the duration of the present emergency. Perhaps he should have been flattered, for only those individuals considered to be above average were normally so selected. His feelings were understandable, because most aircrew wanted to fly on operations and yet, if the highest flying skills were to be maintained throughout the service, a proportion of those possessing superior flying skills had to be diverted into the training organisation. Unfortunately, it was rumoured that once in such an appointment, it was extremely difficult to obtain a transfer, or even return to operations upon completion of a tour of instructional duty. Roy did his best for all of fourteen days on the Avro Tutor, but then requested that he be taken off course. It was as well that his immediate superior, Sqn Ldr Lindsay, was sympathetic. He failed him in the only possible way by entering the ominous words in his logbook 'not qualified to instruct.'10 Even after a period of 30 odd years or so, this entry still brought a lump to Roy's throat. But it had the desired effect, for shortly afterwards he was sent to [page break] 17 No 3 School of General Reconnaissance, Squire's Gate, Blackpool, a recognised entry into Coastal Command. In accordance with the then requirements of this Command, all pilots were required, additionally, to qualify as navigators before joining their operational units. The aircraft used for this purpose was the Blackburn Botha, a very unpopular aircraft indeed, for it was extremely heavy and quite incapable of remaining in the air on one engine. Provided both engines could be kept going however, all was normally well, but it did have to be flown with propriety at all times. Unofficially, Roy managed to fly the aircraft as a pilot during his navigation training, as well as the long-nosed Blenheim, which was also being used. Meanwhile the war at sea had not been progressing well, but fortunately by March 1941 there were some successes to report. In that month seven U-boats were destroyed,11 the highest figure since the war began. Partly as a result of these successes, the enemy's main concentration of submarines moved still further west across the Atlantic out of reach of surface escorts, British naval escorts still lacking the necessary range to complete the entire crossing. Refuelling [sic] at sea for ships of the Royal Navy was, of course, a development yet to come. By April, the U-boats were operating within 500 miles off the coast of Canada. Consequently, it was decided to base naval forces and further squadrons of Coastal Command in Iceland, in an attempt to cover the mid-ocean gap. But in spite of this action and other measures, which included the placing of Coastal Command under the operational control of the Admiralty, and the decision to adopt the United States Liberator aircraft for very long-range work, a total of 41 ships were still lost in the month. Unfortunately for the nation, this figure represented a quarter of a million tons of desperately needed allied shipping.12 The mid-Atlantic and Southeast of Greenland remained the main area of enemy activity, where U-boats were greatly assisted in finding individual convoys, by Folke-Wulf Condor aircraft. Some U-boats, however, were sent to Sierra Leone and even further south. The pride of the Royal Navy, the battle-cruiser HMS [italics] Hood [/italics], was sunk in May by the [italics] Bismarck's guns [/italics], which were probably directed by Seetakt radar, although it was itself despatched [sic] by British air and naval forces three days later; the accompanying cruiser, [italics] Prinz Eugen [/italics] escaping to Brest, where it joined the [italics] Scharnhorst [/italics] and [italics] Gneisenau [/italics] . The next month, however, brought a slight diminution in the monthly shipping losses and July and August were even better. By September, the greatly [page break] The Battle of the Atlantic is being lost! [underlined] The reasons why: [/underlined] 1. German U-boats, German bombers and the German fleet sink and seriously damage between them every month a total of 700 000 to 1 million tons of British and allied shipping. 2. All attempts at finding a satisfactory means of defence against the German U-boats or the German bombers have failed disastrously. 3. Even President Roosevelt has openly stated that for every five ships sunk by Germany, Britain and America between them can only build two new ones. All attempts to launch a larger shipbuilding programme in America have failed. 4. Britain is no longer in a position to secure her avenues of supply. The population of Britain has to do with about half the ration that the population of Germany gets. Britain, herself, can only support 40% of her population from her own resources in spite of the attempts made to increase the amount of land under cultivation. If the war is continued until 1942, 60% of the population of Britain will starve! All this means that starvation in Britain is not to be staved off. At the most it can be postponed, but whether starvation comes this year or at the beginning of next doesn’t make a ha’porth of difference. Britain must starve because she is being cut off from her supplies. [underlined] Britain’s losing the Battle of the Atlantic means Britain’s losing the war! [/underlined] Mrs Gilder [underlined] PROPAGANDA LEAFLET 1941 [/underlined] Dropped over Sussex by German aircraft. [page break] 18 extended convoy routes, which by now included the run to Archangel and Murmansk, in Russia, had caused a shortage of long-range escorts, just when the U-boats started to be re-fuelled [sic] at sea, thereby increasing their endurance. Thus, in spite of some allied successes, shipping losses remained heavy. Fortunately, exceptionally bad weather over the north Atlantic during the last three months of 1941 helped to reduce the number of ships sunk. It was against this background of the war at sea that Roy arrived at No 6 (Coastal) OTU, Thornaby, in October 1941, to begin some two and half months' intensive training on the Lockheed Hudson. This was the first United States aircraft to see operational service with the RAF during the war, thanks largely to the endeavours of Sir Arthur Harris, later to be better known as Bomber Harris, the AOC-in-C of Bomber Command.13 The Hudson was developed to British requirements from Lockheed's civilian model 14, the first order amounting to some 200 aircraft being placed in June 1938. This was later increased to 350. It was flying with Coastal Command one year later. Some 800 aircraft of this type were bought by the British Government and, with 1,170 being supplied under the terms of the Lend-lease Agreement, over 2,000 Hudsons eventually saw service with the RAF. Further information about this versatile aircraft may be found at Appendix 1. At Thornaby, Roy firstly had to acquire a crew consisting of a second pilot and two wireless operator/air gunners. The second pilot did not present too much of a problem, for a Sergeant Badger was available, who had also successfully qualified with him as a navigator at Squire's Gate. From a roomful of wireless operators/air gunners, Sergeant Palmer and Sergeant Penfold were chosen. Harry Palmer recalls the occasion: [italics] Roy stood out amongst the many youthful and naïve pilots and wrote to his wife at the time that she was not to worry, as he had succeeded in crewing-up with an older fellow who possessed a more mature approach to life. [/italics]14 It was an accurate assessment, which was to stand the test of time, and to this day, Harry acknowledges how fortunate he was on that particular occasion. Their first flight as a crew occurred on 14 November 1941 when they took off from Thornaby, in mid-morning, for a two hour 40 minute navigation exercise. There then followed [page break] Hudson Squadron Personnel [italics] No 6 (Coastal) OTU Thornaby November 1941 [/italics] [italics] Pilots [/italics] Sgt Loney Sgt Nankervis Sgt Morris Sgt Kennard P/O Davey P/O Underhill Sgt Wright Sgt Lynch Sgt Guthrie Sgt Richards Sgt Corden Sgt Morgan Sgt Henderson Sgt Du Plooy P/O Ray Sgt Smith (760) Sgt Thornhill P/O Osborn P/O Moss P/O Young Sgt Walbaneke Sgt Hastie Sgt Badger [italics] Air Gunners [/italics] Sgt Coates Sgt Barry Sgt Owen Sgt Gardner Sgt Rayner Sgt Anderson Sgt Spraggs Sgt Udberg Sgt Smith (171) Sgt Foster Sgt Clouston Sgt Archer Sgt Ashton P/O Plenty P/O Knight Sgt Myers Sgt Davis P/O Hoskins Sgt Sutton Sgt Penfold Sgt Palmer Pool – No 4 Course P/O Ward (Pilot) P/O Mascall (Pilot) P/O McDonagh (Wop/AG) No 5 Course – Senior Pupil – Sgt Benson [italics] Pilots [/italics] Sgt Benson Sgt Warren Sgt Ballard Sgt Turner Sgt Potter Sgt Matthews Sgt Brent Sgt Palmer Sgt Leonard Sgt Parr Sgt Stow Sgt Bradley Sgt Marchand Sgt Dunnett [italics] Air Gunners [/italics] Sgt Hannah Sgt Preece Sgt Hill Sgt Robinson Sgt Collins Sgt Cole Sgt Cordes Sgt Briggs Sgt Forbes Sgt Timberlake Sgt Hanley Sgt Charles Sgt Meak Sgt Hyam Sgt Cliffe Sgt Wade Sgt Kearsey Sgt Mullen Sgt John Sgt Dickinson Sgt Carpenter Sgt Darke Sgt Thrippleton Sgt Smith (341) Sgt Joyce Sgt Hendrie Sgt Chapman Sgt Evans Sgt Hogg Sgt Hewitt Sgt George Sgt O’Beirne [italics] No 48 Squadron – Roster of Aircraft and Crews – 1200 hours 4.2.43. to 1200 hours 5.2.43. [/italics] [italics] [a] Aircraft [b] Load [c] Pilot [d] Navigator [e] W Op/AG [f] W Op/AG [g] Call [h] Meal [i] Ops [/italics] [a] H [b] 4 DCs & 2 A/S B [c] Sgt Davenport [d] F/Sgt Pearson [e] Sgt Hortenson [f] Sgt Hill [g] 0440 [h] 0500 [i] 0515 [a] W [b] 4 DCs & 2 A/S B [c] P/O Reid [d] F/Sgt McDermid [e] Sgt Revell [f] Sgt Best [g] – [h] 1130 [i] 1200 [a] G [b] 4 DCs & 2 A/S B [c] P/O Barrett [d] P/O Bonney [e] Sgt Passmore [f] Sgt Smiley [g] 0440 [h] 0500 [i] 0515 [a] Q [b] 4 DCs & 2 A/S B [c] P/O Mayhew [d] F/O Stewart [e] Sgt Matheson [f] Sgt Sargent [g] – [h] 1130 [i] 1200 [a] J [b] 4 DCs & 2 A/S B [c] F/O Fallowfield [d] F/Sgt Sanders [e] Sgt Coulson [f] P/O Day [g] 0550 [h] 0620 [a] K [b] 4 DCs & 2 A/S B [c] P/O Lawson [d] F/Sgt Bowen [e] Sgt Catterall [f] Sgt Stopford [a] B [b] 4 DCs & 2 A/S B [c] Sgt Clarke [d] F/Sgt Oakley [e] Sgt Fisher [f] Sgt Pearson [a] Q [b] 4 DCs & 2 A/S B [c] F/O Fogel [d] F/sgt Crick [e] Sgt Tyers [f] Sgt Huygens [a] G [b] 4 DCs & 2 A/S B [c] F/O Beck [d] F/Sgt Butcher [e] Sgt Hendrie [f] P/O Richmond [g] Late Trip Aircraft available – Q, R, W, X, Z, Y (?) B, E, F, G, H – K (non-ops). Detached – S. Aircraft u/s – J, D, U & T (Minor) V (Spares) Available – S/L Disney & Crew. F/O Turner & Crew. F/Lt Howard & Crew. F/Sgt MacDonald & Crew. Sgt Reynolds & Crew. P/O Harrop Sgt. Touhey. Detached – S/L Fuller & Crew. F/Lt Ainsworth & Crew H.Q. Flight – W/Cdr Devitt. F/Lt Cansdale. P/O Dawson Day off – F/O Bailey & Crew. Sgt Friend & Crew Training – F/O Tammes & Crew. F/O Mulheron Sick – Sgt Thomas. P/O Chattaway. Sgt Chapman D.C.O. – W/Cdr D.J. Devitt S.D.O. – P/O Richmond (1200 hrs 4.2.43 to 1200 hr 5.2.43) P/O Parsons (1200 hrs 5.2.43 to 1200 hrs 6.2.43) S.D.S, – Sgt Hendrie (1200 hrs 4.2.43 to 1200 hr 5.2.43) Sgt Touhey (1200 hrs 5.2.43 to 1200 hrs 6.2.43) [inserted] Air Historical Branch [/inserted] [page break] 19 some 40 more flights together, covering such diverse activities as air-to-ground and air-to-air firing, bombing practice, night circuits and landings followed by further navigation exercises, until the four of them were welded into a tightly knit and formidable flying team. The Hudson, however, was not a popular aircraft at No. 6 OTU, the precise reasons being difficult to determine. Perhaps it was a number of things but especially, the nasty stall and the dropping of a wing, if bounced on landing. Moreover, it was inadvisable to use full flap or to attempt a three-point landing. Whatever the cause of the unpopularity, three crews were lost through flying accidents during this particular period and perhaps it was just as well that Roy's faith in the aircraft remained unshaken; indeed it was to be much strengthened in the months ahead. Never the less, losing friends in this way was a new and unpleasant experience for him. Towards Christmas time he qualified as a 'Day and Night Captain' and, with 124 hours on type, was posted complete with crew to No. 53 Squadron, which was then based at St Eval. On this occasion, however, they were not destined to reach Cornwall. No 53 Squadron had originally been formed at Catterick in 1916, as an Army Co-operation Squadron, but was disbanded in October 1919 nearly a year after the First World War had ended. It reformed at Farnborough in June 1937 with Hawker Hector biplanes in a similar role. By 1939 it was at Odiham, equipped with Bristol Blenheims and went to France in September to join the Air Component of the British Expeditionary Force. After the German break-through in May 1940, the Squadron was obliged to withdraw and was eventually evacuated to the United Kingdom. In July, No. 53 was transferred to Coastal Command, but continued to attack suitable targets in France, Holland and Germany from various bases in the United Kingdom. In August 1941 the Blenheims gave way to the Lockheed Hudson. In order to maintain and strengthen the air cover provided to shipping routed via the northwestern and southern approaches to the United Kingdom, detachments were unexpectedly moved in September to St Eval and Limavady in Northern Ireland.15 During the second week of December, the majority of the Squadron was then posted to the Far East in a vain attempt to help save Singapore from the invading Japanese forces, the remnants of the unit following the detachment to Limavady where the Squadron was rebuilt.16 Roy Hastie and crew travelled to their new home in Northern Ireland on Boxing Day, the airfield turning out to have been constructed on an [page break] 20 exposed site at the entrance to Lough Foyle. A frequently quoted description of the place at the time ran: [italics] If you can see the hills its going to rain and if you can't, its already raining. [/italics] With high ground to the south it certainly was not a felicitous spot for an airfield, especially in winter. Very properly, some time was spent after arrival practising [sic] essential controlled descents through cloud (QGH), but shortly they were ready for their first anti-submarine sweep and convoy escort duty. This took place on 7 January 1942 in Hudson AM 530, and lasted for some six hours twenty minutes. Eleven days were to elapse before their next trip which, in spite of taking them several hundred miles to the west of Ireland, was completely uneventful, even if it did bring them back to base well after dark. Such was the tenor of the remainder of their stay in Northern Ireland; more anti-submarine sweeps and an occasional escort task, but almost always the chief hazard turned out to be the weather, the majority of sorties ending with a controlled descent through cloud. They saw no U-boats, which was not surprising, as by January 1942, there were only six U-boats left in the entire Atlantic. Hitler having ordered eight boats to Norway. By now, maritime forces aided by shore-based aircraft had become proficient and effective in guarding our convoys and thus the number of sinkings around the British Isles had diminished, the focus of German attacks shifting away from the Western Approaches to mid-Atlantic. By the beginning of 1942, this had reached the American seaboard itself. Some reduction of air effort from Northern Ireland could thus be contemplated, perhaps for the first time since the outbreak of war. There then followed the sorry tale of the escape of the [italics] Scharnhorst [/italics] and [italics] Gneisenau [/italics] through the Channel to Germany in February 1942. This tactical victory by the German Navy, coupled with an increase in the quantity of enemy supplies being moved by sea, focussed [sic] attention once more on the North Sea and the Low Countries. It thus became imperative to reinforce Coastal Command in this area, and one of several moves designed to implement this policy, included the transfer of No 53 Squadron to the East Coast, where they came under the aegis of No 16 group, with its headquarters at Chatham, and responsibility for the Channel and southern North Sea. Accordingly, on the 18 January 1942 the squadron was ordered to North Coates, in Lincolnshire, although Roy and crew did not actually arrive until early in March. Here No. 53 was required to act as a coastal strike unit, patrolling the enemy occupied coast [page break] 21 from the Channel Islands in the South, north-eastwards to the Frisians in the North. Their brief was to report all enemy shipping and, if possible, to attack it. Roy's first sortie from the new base was an uneventful Reefer Patrol, lasting some six hours 20 minutes which, by special arrangement with HQ No 18 Group, took in part of the Norwegian coastline, as well as the Dutch. Although nothing untoward occurred on this occasion, a similar patrol that took place on 11 March 1942 nearly ended in disaster. Off Norway, the Hudson hit a flock of seabirds, two of which succeeded in so badly damaging the perspex nose of the aircraft, that the crew had to take it in turns, for what seemed an eternity, to lie full-length holding parachutes hastily stuffed into the gaping hole in an attempt to reduce the onrush of freezing air. Indeed, Harry Palmer could not remember when he had been so cold and miserable, as on that particular trip. After a very long seven hours 10 minutes, they just managed to make Leuchars, where four very tired airmen emerged from the fuselage, looking very much the worse for wear. A few days later Roy was playing in an inter-squadron football match when an urgent call summoned him to the operations room. Apparently, two enemy-armed merchant raiders had been spotted making their way down Channel and had to be stopped as soon as possible. Before any of the aircraft could get airborne, however, the ships began to steam out of No 16 Group's area of responsibility and the North Coate's attack was cancelled. Amongst the sighs of relief, which followed, there was talk of resuming the abandoned game. But no, the quarry was not to escape that easily. Four crews were hurriedly detailed to fly to Thorney Island to reinforce the Hudson squadron already there. The following day was Sunday, 15 March, and Roy with his crew found himself sitting in Thorney operations being briefed a second time for the same target. The ships were obviously of some importance, for not only were senior representatives of the Royal Navy present, but a rendezvous over Bournemouth had been arranged with a fifty strong spitfire escort. As the briefing progressed however, it became apparent that if the leader of the Hudson force were to release his bombs a fraction of a second early, Roy's aircraft, in the number two position, would be in danger of being blown up. Not surprisingly, he objected to his position in the formation and the attack pattern was changed. They were well over the Channel when news came through that the two ships had retired to St Malo, instead of breaking out into the Atlantic as had at first been feared. Thus the attack was called off, but the sight of so many spitfires at the same time however, did wonders for their morale. A limited amount of formation flying had taken place at [page break] 22 OTU and at Limavady, but it took the spitfire escort over the English Channel on that day, Harry Palmer recalls, to remind them what the RAF could produce when the occasion demanded. They felt such a deep sense of pride at the sight of so many fighters, that they were prepared to take on the whole of the Luftwaffe, if necessary. It was a shocking anti-climax when the attack was aborted. There then followed one of those minor episodes seldom mentioned in service records, even as a footnote. For obvious reasons Roy was not told the full details at the time, but it subsequently transpired that a number of much needed merchant ships, loaded with valuable cargoes, were preparing to make a dash from ports along the west coast of Sweden to the United Kingdom. The ships contained, inter alia, essential machine tools for the ball bearing industry.17 Unfortunately, a spell of intensely cold weather had frozen over many of the harbours, making the sea almost impassable without the help of ice breakers and for the operation to stand a chance of being successful it was essential for them to have a clear run free from ice. Accordingly, a few days later, after the St Malo affair, Roy was briefed to carry out a low-level patrol to the Baltic in order to search for, and record, the position of any ice floes. They took off about an hour and a half before darkness on 28 March 1942 and, flying at fifty feet above the sea, headed for a point just short of Lindesnaes. The moonlight helped them identify the Norwegian coast, as they turned on to an easterly and then south-easterly course, heading into the Kattegat proper. As they rounded the northern tip of Denmark, the lights of the Swedish towns could clearly be seen to port, seemingly turning that country into a fairyland, compared with the austere and darkened countryside of the United Kingdom. Beneath them the sea-lanes seemed to be unusually busy, the ASV radar screen being full of blips.18 But what really gripped their attention was occurring to the south, aircraft from Bomber Command were busily engaged in bombing the city of Lubeck and, although they were well away from the target area, the results were only too clearly visible – the city was on fire. For some time now the fortunes of Bomber Command had been waning and strong criticism was beginning to threaten the whole strategic bombing policy. Fortunately, the newer types of aircraft, with four engines, were coming into service with better equipment, just as Sir Arthur Harris arrived to take over at Bomber Command. He was well aware that successful bombing attacks were urgently required. He acted promptly. Lubeck was carefully chosen, being singularly vulnerable to incendiaries. [page break] 23 By the concentrated efforts of some 234 aircraft, results were achieved that night far exceeding anything previously attained. Roy's return track took him across the Danish peninsula, where they were engaged by light anti-aircraft fire, the defences alerted no doubt by the activities of Bomber Command. Fortunately, no damage was done and they returned to Donna Nook – the satellite for North Coates – without further incident. But it was a long trip, the longest Roy was ever to fly on operations. By the time they got back, eight and quarter hours had elapsed without sight of a single ice floe. On 14 April 1942, three crews were briefed to carry out a night attack against a 1,500 ton German tanker, damaged by the Royal Navy during a previous engagement, which reconnaissance had showed to be aground off the island of Ameland, one of Frisian group. The ship in fact was being used to supply the [italics] Tirpitz [/italics], recently moved to Norway on Hitler's instructions, and thus an important target. The three aircraft took off in the last hour of daylight, adopting a loose flying formation but, as darkness fell, one of the aircraft piloted by Flying Officer Moyer, signalled by aldis lamp. that he was returning to base with low oil pressure. At 5,000 feet the ASV revealed a blip which Sergeant Palmer correctly interpreted as a ship against a landmass background. Roy wanted to be absolutely certain, however, and decided to overfly the target in spite of being warned of the existence, in the area, of a number of flak ships and shore batteries. Because of the moon he decided to approach from the Northwest and sure enough on a heading of 160 degrees the island quickly came into view and then the tanker itself, followed by more water. He waited deliberately before starting to turn, quickly banking to port, a touch more aileron tightening the turn until the aircraft was lined up on the reciprocal heading. The throttles went forward, as the bomb doors were opened. Roy eased the nose down in order to gather speed. So far there was no response from the defences and no sign of the other Hudson. Without warning, the flak ships opened fire, and Roy realised he had to get lower. The target was now dead ahead, silhouetted against the moon, and looming larger by the second. He pressed the bomb release switch just as the shore batteries joined in. The aircraft lurched slightly as the four 250-lb bombs left the bomb bay. Too low, Roy knew he was too low. He pulled back hard on the controls as the tail wheel scraped the top of a low-lying sand dune, and by banking hard to port, he was able to see that at least one of the bombs had scored a direct hit. The crew was jubilant and Roy quickly retrimmed the aircraft [page break] 24 and set course for base. The following day it was confirmed that the ship was breaking up; but no awards were made for this attack. As a souvenir, however, they did find some tufts of Frisian grass adhering to the tail wheel assembly. Harry Palmer remembers the incident well and writes: [italics] I still shiver at the memory, and wonder at the strange 'beauty' of the fairy lights all around us from the enemy tracer and flak and marvel how we came through it safely flying at such a low level. I can still recall the extreme nervous excitement and elation as I tapped out the attack report to base. And I shall never forget the reception we got on touch down – our Wing Commander CO was there with his car when we climbed out of our aircraft to collect us for debriefing. His excitement at our success was tremendous. No awards were made which was surprising really, for of the three crews briefed for the operation, one turned back with oil trouble, and the second was shot down, I believe 50 to 60 miles away from the target. We not only located the target position (which speaks highly of Jack Badger's navigation) but in an extremely low-level attack, we scored direct hit(s) as recce next morning confirmed. The Germans had been busily transferring oil from the damaged tanker when we went in. [/italics]19 During the war the RAF made a point of trying to help Local Authorities, and one obvious way of doing this was to offer assistance to units and individuals of the newly formed (March 1941) Air Training Corps. Recently a Hudson carrying a party of cadets had crashed on the beach near North Coates, fortunately without too much harm. In order to get them over this rather unnerving experience, as quickly as possible, Roy found himself one Sunday afternoon taking a small party of well-bandaged youngsters on a local sightseeing air tour. He flew low over Grimsby, attempting to comply with a stream of directions as to which house to approach next. The trick worked, however, confidence was renewed and the local unit was most appreciative. The briefing for the Rover Patrol on the night of 26 April 1942, was much like any other. Roy was tasked to look for enemy shipping between the Dutch and Danish coasts, with orders to attack if possible but, in the event of the target being too big or too well defended, to call on the Beaufort torpedo squadron which would be on [page break] 25 standby at base. Off Heligoland, he found a convoy of three ships in line astern, hugging the coast heading south for Rotterdam. He selected the largest, a supply ship of about 1,500 tons, as he flew northwards and well to the east in order to position the Hudson for attack. Roy had already decided that this would come in from the Southeast as at Ameland, thus giving him a good silhouette against the moon. Down went the nose, and with full power he selected salvo, in order to release all four 250-lb bombs simultaneously. This time they were really low, and as he pressed the release button he had to pull hard on the controls in order to clear the ship's masts. Two of the bombs skidded through the water and, penetrating the hull exploded inside. Immediately, there were two explosions so powerful that the parachute hatch in the aircraft was blown open. Roy struggled momentarily to gain control and then banked steeply to port in order to view the ship, which by now was burning fiercely. Alf Penfold spotted them first: [italics] skipper – night fighters. [/italics] Roy started to take evasive action against the hitherto unseen German aircraft, and putting the nose of the Hudson down again, he headed off in a westerly direction, shaking off the intruders' attentions as he did so, the attack signal to base being transmitted with great elation by Harry Palmer.20 They returned without further incident and again no decorations were awarded, but at least this time the Air Ministry was kind enough to mention the attack. The ship turned out to be the Danish Motor Vessel [italics] Inge [/italics] of 1,494 tons. At this particular period, operations in the campaign against enemy shipping were not going well, for between January and April 1942, only six ships had been sunk for the loss of some 55 aircraft. Thus, in spite of the fact that attacks were being pressed home more fiercely and frequently than ever before, improved enemy defences were resulting in unacceptable losses. By July these had become so bad that the AOC-in-C Coastal Command decided to abandon low-level attacks completely, pending a decision to re-equip with faster aircraft carrying a heavier punch. Not surprisingly, several crews were lost from No. 53 squadron over this period and as Roy had been through OTU with many of them, he knew the pilots concerned particularly well. He was, therefore, not sorry when the time came for a move, which came early in May 1942, when No. 53 was transferred back to St Eval. Here they were able to contribute to the safeguarding of convoys to and from the south and perhaps more importantly to [page break] 26 add their weight to the increased attention now being paid to one of the two major U-boat transit areas, in their case, the Bay of Biscay. [boxed] [underlined] 27/4/42 – No.21 [/underlined] [underlined] Air Ministry News Service Air Ministry Bulletin No.6797 [/underlined] [underlined] SHIP "TORPEDOED" BY BOMBS [/underlined] “We blew the side out of the ship," said a sergeant pilot of Coastal Command, describing the result of an attack he made in his Hudson early this morning on a German supply ship which was sailing in convoy off the Frisian Islands. The vessel was silhouetted in the moonlight and the Hudson went in so low to attack that the pilot had to pull up to clear the masts. Two of his bombs, skidding through the water, "torpedoed" the ship, penetrated the hull and exploded inside. So great was the force of the explosion that they blew the Hudson's parachute hatch open, and there was an exciting few moments in the aircraft while the crew struggled with. The Hudson banked steeply and the pilot saw the ship's bows blazing fiercely. The flames were so bright, he said, that he could see the wooden deck planks. Before and after the attack the Hudson dodged the attentions of three enemy aircraft and returned without damage. [/boxed] [page break] 27 In spite of following up a number of contacts on the ASV radar, however, it was always to be a great disappointment to the crew that they never found a U-boat on the surface, or presented with an opportunity to attack one. It was about this time too, that a change occurred in manning policy. Having two pilots in a crew placed a great strain on the training system and it seemed logical to reduce the commitment to one pilot and specialist navigator, together with a separate bomb aimer, in the case of Bomber Command. Roy thus lost Jack Badger. who became an aircraft captain in his own right and acquired a navigator in the form of Sergeant Dan Poitven, a Canadian. The remainder of May and June passed slowly with the squadron operating in their new area, looking particularly for U-boats transiting to and fro from their main bases on the west coast of France. Occasionally, the tedium was relieved when they had to search for a missing ship or aircraft and, on one occasion, they actually found a missing Whitley aircraft on Lundy Island, in the Bristol Channel. Obviously, the sea fog must have made flying and navigation very difficult indeed, for this particular crew to have attempted a landing on such a small island. About this time their white Hudsons were suddenly painted black in case they were required for the 1,000 bomber raids on Cologne, mounted by Bomber Harris. On this occasion, however, Bomber Command was able to acquire the necessary number of aircraft, without having to call on the Admiralty and Coastal Command. Then, towards the middle of June, strange rumours began to circulate about a possible move to the United States, which had entered the war after the devastating Japanese attack on Pearl Harbour on 7 December 1941. Not having an integrated defence system in place, this raid which occurred over a year after the Battle of Britain, had caught the American battleships at anchor and crippled much of their Pacific Fleet. Fortunately their carrier force, which had been at sea, escaped. [page break] 28 Chapter Three: Aid to the United States Army and Navy At first, because of Admiral King's objections, at the time Chief of US Naval Operations, American coastal shipping had usually sailed independently and the U-boats, avoiding the few escorted convoys, concentrated their attacks at such focal points as Hampton Roads, North Carolina and Cape Hatteras, with devastating results. In view of their vast commitments in the Pacific and elsewhere, it was not surprising that the United States found themselves short of surface craft and aircraft to patrol their eastern seaboard. To help out, the United Kingdom had in February 1942, sent 24 anti-submarine trawlers and also turned over to the US Navy ten corvettes.21 In the same month, however, Donitz had sent his larger U-boats into the Caribbean to attack essential oil traffic at source in the Gulf of Venezuela and off Aruba and Curacao. Later, six German and Italian boats were to operate near Trinidad. Losses within 300 miles of the American and Canadian eastern coasts (Sea Frontiers) rose steeply from January to March and were most severe in May (the worst month) and June, in spite of the introduction of convoy in these waters in April.22 The overall allied losses now began to assume alarming proportions. So much so, that Winston Churchill intervened and offered the services of No. 53 Squadron to the Americans to help fight the U-boat war with the latest ASV radar and to introduce current Coastal Command techniques. The offer was accepted.23 Today, crossing the North Atlantic by air is commonplace and routine. But in 1942 this was by no means so, especially for landplanes with ranges of a few hundred miles. Alcock and Brown had made the first non-stop crossing in 1919, but when the first Hudsons were successfully delivered by air from Canada to Aldergrove in Northern Ireland, some 21 years later, it still created something of a record. A total of seven specially prepared aircraft, each carrying two pilots and a wireless operator, departed from Gander on 10 November 1940, on a non-stop crossing of the Atlantic, never before attempted so late in the year. Indeed all-previous attempts made later than September had ended in catastrophe. Captain D.C.T. Bennett, of Imperial Airways, later BOAC, led the flight on this occasion; he was later to join the Royal Air Force and eventually become the Air Officer Commanding No 8 (Pathfinder) Group, Bomber Command. For the difficulties of a [sic] making a similar flight across the Atlantic nearly a year later, see Air Commodore John Searby's account in [italics] Making the best of a Bad Job. [/italics]24 [page break] 29 Roy Hastie, with all of 480 hours experience as a pilot, remembers his instructions were: [italics] To get there in one piece and to land at Quonset Point, Rhode Island. [/italics]25 This destination was then a large US naval base. Being a fully equipped operational aircraft, they lacked the range of the ferry aircraft. They were thus briefed to fly with full crews from St Eval to Prestwick and thence by way of Reykjavik – Bluie West – Goose Bay – Dorval – Rhode Island. At Prestwick, the crews came under the control of RAF Ferry Command, which had been formed the previous year, on 18 July 1941, out of the Atlantic Ferry Organisation, and placed under Air Chief Marshal Sir Frederick Bowhill.26 It was decided that the aircraft would fly across in groups of four, although each captain was free to plan his own precise route. Because of bad weather, several briefings were required; in fact a veteran Atlantic pilot, who was about to fly Prince Bernhard of the Netherlands to the New World in a Liberator, conducted one of these. After four days, Roy took off on 21 July 1942 for Reykjavik, a little behind his particular group, but caught up with them in Iceland seven hours ten minutes later, where RAF detachments had been based since October 1940, albeit in somewhat austere conditions. Fortunately the weather held and they were able to take off the next day for the shorter trip to Greenland. Here at Bluie West, the airfield, which was situated at the head of a fiord, possessed only one runway, landing instructions being passed on the approach over water. With the adjacent mountains and a glacier not far from the runway, first landings could be quite an adventure. As luck would have it, the West Coast was covered with sea fog on that day and Roy and his crew soon found themselves alone. In normal circumstances, finding the airfield should not have been too difficult, particularly as Roy had elected to follow the coastline, instead of taking the more direct route across the southern tip of the island. Moreover, the entrance to the fiord was well marked with a small island, complete with a radio station. The fog changed all this, however, and the first attempt required a very tight turn indeed, just to get out of the wrong fiord. Quite suddenly a Dakota passed Roy and he decided to follow it, but even with the Hudson's flaps and wheels down, he could not avoid overtaking the slower aircraft. Fortunately, this time they were on the correct heading and a successful landing followed. It subsequently transpired that the crew of the Dakota was following Roy into Bluie-West. A faulty oil cooler in one of [page break] 30 the Hudson's engines fortuitously provided an opportunity to look around the countryside a little, and sample amongst other things, Greenland's notorious midges. It came as little surprise to learn that the entire airfield, runway, dispersals, and the camp had all been constructed with the aid of rock obtained by demolishing the mountain at the head of the fiord. This had been a United States reponsibility [sic] , although Captain D.C.T. Bennett of BOAC had had a hand in the selection of the original site.27 The next leg of the trip to Goose Bay, Labrador, that land of trees and scrub and a thousand lakes, was child's play compared with Greenland, but was slightly marred by Roy choosing the wrong runway to land on, scattering a number of workmen as he did so. To be fair, the airfield was still being constructed at the time, and they had been unable to establish any form of radio contact with the ground and so Roy had used the landing 'T' as a guide, in accordance with existing procedures. He was unaware that Canadian 'Ts' swung with the wind, unlike those in the United Kingdom, which were fixed. This could mean a variation of up to sixty degrees unless studied for a minute or two, hence the error. The next leg of the journey took them to Dorval, where all the squadron aircraft had to be thoroughly checked, prior to the start of anti-submarine operations. Whilst this was being done the crews were given a few days off, enabling them to explore Montreal and experience the then novelty of roasted chicken followed by ice cream sundaes, luxuries difficult to come by in rationed Britain. Eventually, the aircraft was ready and they took off on the three-hour trip to Rhode Island. Sea fog then shut them out of Quonset Point and so Roy had to land at the civil airport of Providence, completing the journey by air the following day. During the crossing they had spent some 29 hours and ten minutes in the air, arriving as directed – in one piece. Out of the twenty aircraft of the squadron, which had left the United Kingdom in July, fifteen had arrived safely at their destination, but three were still on route plus a further one at Goose bay. The remaining aircraft ran out of fuel over Newfoundland.28 The United States had now been at war for some eight months, and since January 1942 shipping losses off the East Coast had been heavy. Axis U-boats had taken full advantage of shipping which, because of Admiral King's attitude and American commitments in the Pacific and elsewhere, could not be escorted and thus had to sail independently. Tankers containing oil vital to Britain's war effort were naturally [page break] 31 singled out by the U-boats as priority targets, and even the introduction of the first convoys in the area, unfortunately, only proved to be no more than a palliative. Consequently, the citizens of many Eastern American seaboard towns and cities had the war brought to their very doorsteps, as they watched ships being sunk, mainly by night and witnessed the survivors being brought ashore, some horribly burned and injured. The US Navy base at Quonset was impressive, none of the crew had seen anything like it before for sheer size. Living accommodation and food were of the highest order and Roy, by now a temporary Flight Sergeant and diplomatically classed as a Chief Petty Officer, enjoyed to the full all the privileges attached to that rank. The US authorities were very security conscious and entering the base at night seemed to them as though they were lining up outside Alcatraz, complete with searchlights and machine guns at the battlements. Inside, they were met with the strange sight of fatigue men picking up litter under the watchful eyes of an armed guard. Before leaving Glasgow, Roy had been given the address of the well-to-do Pfeiffer family of New York by an Aunt who had been the family nurse for many years. With a four-day pass in his pocket, this was far too good an opportunity to miss. He caught the train from Providence and soon found himself at Grand Central Station, New York, somewhat conspicuous in his RAF uniform. After wading through innumerable telephone directories and making a call, a voice said: [italics] hello – this is Meg, [/italics] in an accent just as Glasgow as Roy's own. It transpired that Meg was a Mrs Margaret Beveridge, who was looking after the house whilst the family were on their ranch near Buffalo, situated in the west of the state. Fortunately, she had met Roy's Aunt and he was quickly given instructions to catch a local train with what seemed an incredible track number of 105. His stay was short and memorable, being allocated a lovely room overlooking the Hudson River from which he was able to telephone Mrs Pfieffer. On leaving a few days later he little thought that he would ever see these delightful people again. In March 1942, Admiral King swallowed hard and accepted British help with the arrival of Royal Navy anti-submarine trawlers off the Eastern Seaboard, when sinkings had reached an average of over 10,000 tons a day.29 On 1 April 1942, losses [page break] 32 forced Admiral King to adopt a partial convoy system, and by the beginning of July, the convoy system off the US Atlantic coast had been extended sufficiently to provide seaborne escorts for ships sailing all the way from the United Kingdom to New York.30 The tankers then proceeded to the oil ports situated to the south. This had been made possible because of an early decision to pool all maritime anti-submarine resources, American, British and Canadian, into a single organisation and the contribution, mentioned earlier, of the transfer of a number of British anti-submarine trawlers and corvettes to the US Navy. As a consequence of convoy and the introduction into service of weapon innovations such as the hedgehog, the U-boats turned their attentions to seeking easier pickings elsewhere, which they found in the Gulf of Mexico and Caribbean. On 31 July 1942, the American HQ Eastern Sea Frontier Force decided, that No 53 Squadron, which since 23 July had been escorting convoys, as far as the St Lawrence River in the North to New York harbour in the South, should try and help reduce the sinkings in the latest area of operations. Their new base was to be Trinidad, with detachments in British and Dutch Guyana. Ordered south on 7 August 1942, Roy was instructed to carry out anti-submarine sweeps en route between re-fuelling stops planned at Cherry Point, Virginia; Miami, Florida; Guantanamo Bay, Cuba; and San Juan, Puerto Rico. But such was the breathtaking scenery that little serious A/S work was done after Virginia, as they flew low level down the coast of Florida, past the Keys to Cuba and beyond. Indeed their preoccupation with their first view of Miami Beach resulted in them landing at Morrison Field, West Palm Beach, by mistake. Somewhat red-faced they took off again only to find about five airfields at Miami proper and, not knowing which was which, decided to over-fly each one until the radio gave them an overhead message. Sure enough the ploy worked, but even the subsequent landing was not without incident. The circuit was busy with dozens of Harvard training aircraft and Roy discovered there were two fields in use, one for landing the other for take-offs, the former with just enough length to take the Hudson. Needless to say, Miami was visited that evening, along with a few thousand US sailors and soldiers. Next day, they took off on the three and half hours flight to Cuba, only to find that part of the airfield was still under construction. Shades of Montreal. The runway in use was not very long, and Roy only managed a short landing with difficulty. Another 53 Squadron crew were not so fortunate but luckily were able to walk away from a very [page break] 33 damaged Hudson.31 That evening they went ashore by liberty boat across the Bay to the local village of Caimanera, with its earth road and houses on stilts partially perched over water. Obviously a poverty stricken, the village possessed a restaurant pub, Tatzs Place, where the crew bought post cards to send home. To the credit of the Cuban postal authorities, these reached their respective destinations in the United Kingdom – much to the surprise of the senders. Refuelling took place at San Juan without incident the following day, 10 August, and the next saw them arrive safely at Waller Field, Trinidad. Here they were to operate under the auspices of the US Army Air Corps, which provided them with essential ground support, although somewhat incongruously one crew chief per aircraft came from the US Navy at Quonset. This state of affairs remained until the US Chiefs of Staff ordered the withdrawal of Army aircraft from anti-submarine duties in mid-1943. In the circumstances, it was perhaps fortunate that a sixty strong RAF ground party, comprising a number of their own fitters and mechanics, accompanied No. 53 Squadron. Two weeks later the squadron moved to Edinburgh Field, a few miles to the south, an airfield which the US 9th Bomb Group had just completed. US personnel came to be in Trinidad, the largest island of the West Indies, outside the Greater Antilles, as a direct result of an agreement, in 1940, between President Roosevelt and Winston Churchill, whereby certain bases were leased for military purposes to the United States for a period of ninety-nine years. Trinidad turned out to be an island about half the size of Wales, lying a few miles off the coast of South America. It had passed from Spain to Britain in 1797, being formally ceded by the Treaty of Amiens of 1802. The island had been rather neglected by the Spanish, but the emancipation of slaves in 1834 and the adoption of Free trade by Britain in 1846, resulted in far-reaching social and economic changes. In order to meet labour shortages over 150,000 immigrants were encouraged to settle from India, China and Madeira and today Trinidad has one of the world's most cosmopolitan of populations. The island, of course, has long been known for its sugar and coca, but citrus fruit and coffee are also grown for export. Trinidad is well endowed with minerals and from the pitch lake at La Brea comes the world's largest supply of natural asphalt. But, perhaps, it was the island's mineral oil, which transformed the economy. The invention of the internal combustion engine towards the end of the nineteenth century hastened the search for oil. Fortunately for Britain, it was found in [page break] 34 Trinidad. Exploration had begun there in 1909, and by 1937 a British Company, Leasehold Ltd, together with others, which included a subsidiary of the Shell Group, had made Trinidad the main colonial oil producer. It then had an annual output of two point two million tons of crude oil, which in the years to follow was to be greatly expanded. At the time, the Air Ministry wisely contracted to purchase 17,000 tons a year of iso-octane for use by the Royal Air Force. In the period May to July U-boat operations off the East Coast of America had declined and eventually ceased, while the boats concentrated on the Caribbean. Six boats were sent south to this area where better and easier targets were to be found, but these operations were only made possible by the arrival of the Milch Cows [italics] U459, U460 [/italics] and [italics] U116 [/italics] . Until July, the Trinidad area had been the scene of extensive sinkings by these U-boats, especially among the oil tankers, causing concern and apprehension, even after the introduction of convoy in these waters resulted in fewer ships being lost. From July the volume of sinkings within the area had fallen and as a result the U-boats began to move to the perimeter of the Caribbean. By the end of the month the number of independent sailings had become so scarce that [italics] U509 [/italics] and [italics] U134 [/italics] were ordered to the Yucatan Channel west of Cuba. As was only to be expected, however, casualties remained high amongst those ships, which had to be routed independently, mainly on the route to the Cape of Good Hope, in South Africa. But even as late as January 1943, seven tankers were lost out of a total of nine belonging to a weakly defended Convoy, TM1, on route to Gibraltar.32 An operations room was quickly established at the new base and furnished with large-scale wall maps, in accordance with current Coastal Command practice. Convoy escort duties and anti-submarine sweeps were undertaken on a daily basis, and although Roy and his crew failed to spot a U-boat during their three months on the island the squadron, together with its detachments in British and Dutch Guiana, made a number of sightings and mounted several attacks causing damage, even if no submarines were actually sunk. These and other operations drove the U-boats further south and east and eventually to the Freetown area off the West Coast of Africa, and the mid-Atlantic area, where some of the most fiercely contested battles of the war occurred between U-boat and ship and aircraft. [page break] 35 A fortnight or so passed when a caller arrived unexpectedly, with his wife, and invited Roy and a friend to spend a long weekend at his home. It transpired that the McLaughlins, who had extended the invitation, had left Glasgow for Trinidad some ten years previously. Harry Palmer was selected and the two of them enjoyed themselves immensely, meeting dozens of expatriates, most of who were associated with the local oil industry one way or another. Later on, Roy took the opportunity to tour the oil fields to see for himself how drilling was conducted, and to watch the crude oil being pumped from the rigs to the reservoir, with the aid of an old steam engine. The invention of the internal combustion engine towards the end of the nineteenth century hastened the search for oil. Fortunately for Britain, it was found in Trinidad and exploration had begun in 1909. By 1937 a British Company, leasehold Ltd, had become the main producer and in the following years the output was greatly expanded. There was, however, little demand for asphalt from Trinidad in wartime, even if the necessary ships could have been spared to carry it. Even so, it still came as something of a surprise to Roy when he found it was possible to drive a car on the surface of the world famous tar lake, overgrown with shrubs and wild grass. About this time Roy received a newspaper cutting from Isa, taken from the Glasgow Daily Record, disclosing the presence of RAF aircraft and personnel engaged in anti-submarine operations conducted from bases in the Western Hemisphere. Hitherto, this information had been regarded as highly classified. As previously mentioned, Roy failed to find and attack a U-boat during this period but No 53 Squadron and its various detachments did make a number of sightings. Two U-boat attacks were made on 15 August, the first one against [italics] U108 [/italics] , which was on the surface but this one escaped. The second took place against a diving submarine to the north of Puerto Rico, when some damage was caused to [italics] U217 [/italics] . Further attacks against U-boats occurred on 16 August and 20 August but none of them were sunk, although some damage was achieved.33 The move to Edinburgh Field took place on 22 August and some aircraft had their turrets removed in order to improve performance. A surfacing U-boat was attacked and damaged on 27 August and another two days later, but without damage. [italics] U217 [/italics] was attacked on two occasions, the last on 20 September, this damaged it sufficiently for it to require extensive repairs. A further attack occurred on 22 September causing damage to [italics] U512 [/italics] and the Commanding Officer of the squadron, Wg. Cdr. Jimmy Leggate, attacked [italics] U332 [/italics] on [page break] [page of log book] Page 4 DAILY RECORD, Saturday, August 29, 1942 R.A.F. Help America To Hunt U-Boats Axis Sinkings Drop In Western Atlantic BRITISH planes and British airmen are now co-operating with United States Navy and Army aircraft in operations against submarines in the Western Atlantic. This was revealed by the Navy Department in Washington last night, the first time the world has been told of the valuable part Britain is also playing against U-boats on the American side of the Atlantic. British fliers have already engaged the enemy in these waters it was stated. The fact that British and Canadian vessels were co-operating with the United States Navy off the Atlantic coast was made known by the Navy Department in June last. Since that time submarine activities have somewhat decreased. The arrival of British [deleted] Swordfish [/deleted] [inserted] Hudson [/inserted] planes in the Western Atlantic, it is recalled, was reported recently in a dispatch from Cuba. The announcement that the R.A.F. are assisting in the defence of American waters ends a “secret” shared by countless residents along the east coast of the United States. [underlined] Graveyard For Allied Ships [/underlined] For an undisclosed period – certainly for weeks’ past – during which operations against enemy submarines have taken a slow but increasingly encouraging turn for the better, veteran British submarine hunters have been assisting in the patrolling of hundreds of miles of the U.S. coast and the Caribbean areas, formerly a mammoth graveyard for Allied ships both on and over the sea. Following the Navy Department’s disclosure of this new and striking chapter opened in the history of the R.A.F Coastal Command, last night’s U.S. papers featured strongly this branch of the R.A.F. which has thus dramatically spread its wings in another theatre of war, and is to-day flying and sailing with America’s coastal defenders. Many Americans believe the welcome reinforcement of the anti-submarine forces thus made possible largely accounts for the undoubted fact that the sea-lanes off these shores are ceasing to be a happy-hunting ground for enemy submarines. Hitler’s “pig boats” are still hunting – in the Atlantic, the Caribbean, and the Gulf of Mexico – but not so successfully as formerly. There has been a sharp drop in sinkings, and the Navy hopes for a more favourable turn in the Atlantic picture. Nevertheless, they want more of ‘everything’ more American submarine chasers, more American planes, and more “upmixing of British-American affairs, which has resulted in the arrival in the U.S. of trained British forces and equipment, and their assumption of a substantial share of the burden of patrolling a 5000-mile American front stretching from Canada to Brazil. [page break] 36 9 October off Parramaribo, slightly damaging it. Further U-boats were found and attacked during November, but none were actually sunk. No 53 Squadron thus made a small but significant contribution to the U-boat's diminishing successes in these waters. These and other operations drove the U-boats further south and east and eventually to the Freetown area off West Africa. Inevitably, however, the sheer volume of shipping traversing the north Atlantic eventually focussed [sic] attention back to the Greenland Gap and the mid-Atlantic area, where some of the most fiercely contested battles of the maritime conflict occurred between U-boat and ship and aircraft. Another invitation for Roy resulted in him going to sea in a US Navy submarine, engaged in exercises with aircraft from No 53 squadron and the US Army Air Corps. The idea was for the aircraft to carry out a simulated attack and the submarine to dive, the interval between the two being the Sub's margin of safety. When looking through the periscope Roy could only think of similar scenes on the big screen, witnessed from the comparative safety of a seat in the cinema. It was not all fun and games, however. Although Trinidad is situated outside the path taken by most hurricanes, several crews were lost through flying accidents in bad weather and especially during tropical storms which, at times, made operations extremely hazardous. Much to Roy's sorrow his own aircraft, brought all the way from St Eval, was lost by another crew (Pilot Officer Risbey) which crashed on landing in a particularly violent storm. What was worse, his USN Crew Chief, AMM3c Boots, was on board in order to make up his flying hours. Roy was upset more than he cared to admit at the time, and this double blow was only softened to some extent by the immediate offer of another aircraft. There was a snag, however, for this particular aircraft had a bad petrol leak. Now the Hudson had no petrol tanks as such, fuel being stored in the wings. Such a leak indicated a crack in the wing and thus an extensive repair, which could only be carried out at San Juan. However, on arrival in Porto Rica, having acquired a new Crew Chief, they learned the work could not be conducted there and consequently they would have to go to Miami. Somewhat understandably no one had been too keen to fly the aircraft in its present condition. Roy and his crew had in fact been volunteers for this particular trip, in spite of it now being their own aircraft. Perhaps at first the crew were glad that they had done so for Roy, without further ado, decided to visit [page break] 37 Jamaica and for no particular reason other then the fact that it was a British colony and none of them had been there before. It was therefore rather unfortunate that the Jamaican runway at the time was rather short, being constructed across a peninsular with sea at either end. To put it mildly, the subsequent landing was shaky in the extreme, and they were extremely fortunate to get away with it. But worse was to follow. The airfield only stocked 87-octane aviation fuel, which was totally unsuitable for the Hudson. Just when it appeared that they might be stranded there for the duration, the Royal Navy came to the rescue. Representatives of the Fleet Air Arm had been on hand to greet them on arrival and, while for the moment these particular naval airmen may not have been seeing much of the war, they certainly knew where stocks of the necessary 100-octane aviation fuel were to be found. The nearby US base at Montego Bay never missed the several hundred gallons required, thus making the subsequent evening spent in Kingston all the more enjoyable. The following morning came all too soon and with it, of course, the take-off. If anything, this turned out to be more spectacular than the landing, if that were possible; but Roy made it all the same after touching the sand once. Miami confirmed that they were unable to undertake the necessary repairs and thus there was nothing for it but to press on to Norfolk, Virginia. The weather forecast was good and heading Northeast over the sea all went well, until some 100 miles from the coast of North Carolina, when they ran into a tremendous weather front. The only way out was downwards. At 200 feet in tropical rain and lightning and with petrol pouring out of the wing, Roy wished just at that moment that he could have been somewhere else. They arrived over Norfolk at a respectable height, but in ten-tenths cloud and with a cloud base of between 200 and 250 feet. Roy turned the aircraft due east out over the sea and commenced to let down, breaking cloud at less than 100 feet. They then headed back to the airfield and landed safely, much to everyone's relief. After a day or so it was decided that they should continue to Quonset which, after all, was 53's main administrative and engineering base, whilst they were in the Western Hemisphere. This arrangement suited Hastie and Co. and especially the new Crew Chief, who came from Providence. They arrived safely on 27 October 1942. Extended leave was granted, whilst the aircraft was being repaired on condition that Roy kept the British Embassy in Washington informed of the crews' movements. This was no hardship, especially as the Embassy was just about the only source of cash [page break] 38 available. The Canadian navigator went home to Montreal, whilst Harry and Alf, the two Wireless Operator/Air Gunners, were generously entertained at the Providence home of a superb Anglo/American couple, a Mr and Mrs Dynes. Understandably, Roy made for New York being met on arrival by the Beveridges. Quite suddenly clothes, of all things, started to present a problem, for they had landed in Norfolk wearing Khaki Drill and, although Roy had his blue uniform with him, New York in October can be wet as well as cold. Some sort of top coat became a necessity and thus shortly after arrival he decided to purchase a US Army style raincoat, which had the advantage of keeping him warm as well as dry, although no doubt grossly contravening RAF dress regulations. At an early opportunity he phoned the Pfiffers, only to learn that their house had been closed temporarily, the family having taken up residence in a New York hotel. He had dinner with them and his host, as generous as ever, arranged for him to stay at the Princeton Club as a guest. The club was then located at the corner of Park Avenue and 39th Street, not far from Grand Central Station. By continuing north and turning left into East 49th Street he was able to explore the Rockefeller Centre and by going further out on to the West Side he managed to glimpse the George Washington Bridge. In fact, over the next five weeks he came to know the geography of the city extremely well, traversing much of it on foot. American hospitality is well known, but to visitors from the United Kingdom in 1942 it was doubly welcome. The depressing effects of the blackout, food rationing, shortages of razor blades and dozens of other items were all forgotten as numerous invitations were received and accepted. Roy was invited to house parties, taken to football games and, after one particular US Army versus Navy match, attended a superb dinner dance at an hotel adjacent to the Empire State Building. It was all too good to be true and, sure enough, one day early in September he had to say goodbye to his many friends and, with mixed feelings, make his way back to Quonset Point. Meanwhile preparations were being completed for Operation Torch, the allied landings in North Africa. This necessitated the withdrawal of many escort ships from convoy duties, to such an extent that the defence of transatlantic shipping had to be drastically reduced. Moreover, two groups of the larger U-boats began to operate off the Cape of Good Hope, whilst the Trinidad area was again being attacked, as was the shipping off the coast of Newfoundland. In spite of these setbacks however, better [page break] [membership card] [page break] 39 countermeasures, including the introduction of Merchant Aircraft Carriers, resulted in the sinking of some 16 U-boats in October. In view of this improving situation and with American war production increasing, it was decided that it was timely to withdraw No 53 Squadron and return it to the United Kingdom. On return from leave Roy learned that some of 53 Squadron's crews had already passed through Rhode Island, en route for Canada and home. He managed to get airborne on 17 December bound for Montreal, only to discover a whole series of faults with the aircraft which included, unserviceable engine temperature gauges, faulty cockpit heating and loose engine cowlings. In any other circumstances they would have turned back, but something made Roy determine otherwise. It may have been due to rumours of an anti-British feeling in Rhode Island, or because of the poor workmanship, no doubt brought about by the dilution of skills associated with a rapidly expanded workforce. Whatever the reason, and however unwisely, Hudson 797 headed for Canada and Dorval where they landed successfully, in spite of a heavy covering of snow. After landing, four frozen airmen ran into the first building that they came to, just to gain a little warmth. It was subsequently learned that the aircraft would have to have a complete overhaul, in spite of the seven weeks spent at Quonset. They were to be at Montreal for five weeks, the crew being accommodated at RCAF Lachine. Perhaps, Roy was fortunate to make friends with a girl working at the airport, which led to an invitation to spend Christmas and New Year at the attractive and comfortable home of a Mr and Mrs Wallis. Lorded and feted like a king, Roy was embarrassed by the kindness and generosity of his hosts, whose three young children adored him. He was encouraged to ski, which was something new, and after being fitted-out with appropriate clothing and the all-essential skis and boots, the entire family set out for the nearby golf course. The youngsters, all under twelve years of age, understandably skied well and thus the family enjoyed themselves hugely, whilst Roy provided the laughter as anyone who can remember his first foray on ski's can testify. At last a lengthy air test, conducted with the aid of a Captain Lilly of RAF Ferry Command, the Hudson was declared serviceable. Roy quickly bade his Montreal friends farewell and, spending his last few cents on presents, took off for Goose Bay and home on 30 January 1943, They arrived in Labrador without incident and took off for Greenland the next day and, fortunately on this occasion, found the airfield there, [page break] 40 Bluie West, without difficulty. It had been enlarged considerably since the previous July, which was just as well as they had caught up with three other 53 Squadron crews, all of whom had been grounded by bad weather further east. So now there was plenty of company, warmth and comfortable American type accommodation – but nowhere to go. With a freezing outside temperature of 40 degrees Fahrenheit, card playing became popular. Whether anyone won or lost did not matter very much, for they were all broke and had to imagine the actual financial transactions. Eventually an advance of pay was arranged, which to Roy's astonishment and chagrin, eventually caught up with him in the United Kingdom; the one time he wanted the RAF's administrative arrangements to fail. It was here in Greenland, while waiting for an improvement in the weather, that Roy and his crew volunteered for a funeral party representing the British Forces. Twenty US soldiers had been found adrift in a lifeboat, casualties of the sinking off Greenland of a troopship bound for the United Kingdom and it had been thought fit and proper to bury them with appropriate military ceremonial.34 Apart from this, an occasional sortie beyond the airfield perimeter helped to relieve the monotony a little. But the stark, inhospitable landscape soon defeated them and they never ventured very far, perhaps rightly so. Now in the RAF, units are required to have some sort of Standing Orders, and although Bluie West could hardly be described as belonging to the RAF, being a United States reponsibility [sic] , Standing Orders for 53 Squadron were conspicuous by their absence. It was thus decided to rectify the situation. Fortunately they were carrying a passenger from the squadron with a sense of humour, one Squadron Leader Rands, who was not only the senior officer among them, but also a member of the Administrative and Special Duties branch, normally responsible for such matters. He was given the task of producing a suitable draft, which he duly did. But then he had to, especially if he wanted to get to the United Kingdom as quickly as possible, being entirely in the hands of the aircrew of the squadron at the time. [page break] 41 SQUADRON STANDING ORDERS By S/Ldr RANDS Commanding 53A Squadron RAF 5/2/43 1. Constitution of the Squadron will be as follows: O i/c A Flight P/0 Rickards O i/c B Flight P/0 Kennard O i/c C Flight F/Sgt Heastie [sic] O i/c RNAF Flight Capt. Jon Tredte Navigation Officer F/Sgt Johnson Equipment Officer F/Sgt Haisell Signals Officer Sgt Owen Squadron Adjutant F/O Gordon 2. Daily Routine will be as follows: Reveille 0530 Breakfast 0615 Briefing 0700 Report to Flights 0730 Start up engines 0745 Cancel all flying 0800 Stop engines 0801 Return to Barracks 0830 Lunch 1230 Dinner 1830 Lights Out 2230 (What a hope) 3. No drinking is allowed in barracks. All liquor to be handed over to the C.O. for safe (?) custody. No receipt will be given. 4. Gambling is permitted in barracks by permission of the C.O. 25% of all winnings to be handed in to the C.O. in order to create a Squadron Benevolent fund (Charity begins at home) Squadron Accountant Officer will be elected when fund exceeds $5. Permission to gamble to be requested in triplicate on Form U.12 (Repeat Form U. One Two). 5. Lady visitors are only allowed in barracks between the hours of 2230 and 0530. 6. Permission is granted for all members of the Squadron to grow beards (if you can). 7. The Squadron Adjutant will call the roll at 1300 daily to ensure C Flight have not taken off for Glasgow. 8. The use of Hudsons for flying is strictly forbidden. These aircraft may have to last until the end of the war and their life must be strictly conserved. X.X.Rands Adjudant [sic] [page break] 42 Ten days of this sort of existence was enough for Roy and so, in spite of an unfavourable weather forecast, he decided to take off for Reykjavik on 10 February 1943. They climbed to 10,000 feet and set course for Iceland, crossing southern Greenland in lovely sunshine. Soon however, and as they approached their destination, the cloud started to thicken below them. Fortunately a gap was found, and Roy brought the Hudson down to about two hundred feet above the sea, where they found themselves in the middle of a raging snowstorm. With daylight nearly gone, Reykjavik was contacted, when luckily in spite of poor radio reception they were given a course to steer and a safe landing followed. The same snow kept them grounded for three days but what was worse, the accommodation provided was of the UK Nissen hut type, complete with the usual inadequate coke stove. Roy's hut had not been used for some time, and was damp as well as cold, forcing the occupants to sleep fully clothed, together with all the blankets they could muster; they were miserable. As if this were not enough, to get to the ablutions required negotiating a pathway cut through the snow where, on arrival, they discovered that only cold water was available35 They could not but help contrast all this with the warm US style billets and hot showers they had so recently vacated at Bluie West. A film show put on one evening, in one of the huts, remained in Roy's memory. The snow was melting and the audience sat on wooden benches, with their wellington-clad feet in six inches of water. The stove sizzled, gently giving off clouds of steam and this, together with a dense haze of tobacco smoke, made actual viewing of the film quite fortuitous. The assembled crews laughed and talked their way through the movie and, in spite of the adverse circumstances, seemed to enjoy themselves immensely; perhaps having members of the WAAF present helped. They waited until 13 February 1943 before getting airborne again, but this time it was for Prestwick and home, Scotland itself being not much more than six hundred nautical miles away. Not being the slightest bit superstitious, the date was of little consequence to Roy, and indeed in the beginning everything went well. Even the first signs of trouble were innocuous enough. The winds started to increase in strength from the Southwest, slowing up their progress considerably. At six hundred feet Roy asked for a M/F fix and later, calling Prestwick by radio, he was told that the airfield there was closed because of gale-force winds. He tried the alternate at Stornoway, but was given a similar reply. Meanwhile, the aircraft was experiencing headwinds of up [page break] 43 to eighty to eighty-five knots, and perhaps for the first time Roy began to realise that this was to be no ordinary trip. Suddenly he remembered Ireland, surely with any sort of reasonable weather he could make Malin Head and then creep around the coast into Loch Foyle and land at Limavady. He pushed the nose of the Hudson down and down through the cloud they went levelling off between two hundred and three hundred feet, only to be met with wild seas, heavy squalls and poor visibility. These rough conditions did not augur well, and with visibility deteriorating and daylight fast receding, the attempt to reach Limavady was abandoned. Climbing back to height, Roy asked for, and received another position fix. He promptly set course for Stornoway, there simply was no other airfield within range and, in spite of previously being told that this was closed, with winds of seventy to eighty knots gusting to one hundred, Roy was set on landing there. It was almost dark before Lewis came into sight. He quickly completed a circuit of the island at three hundred feet, but such were the appalling conditions, he failed to find the airfield. Fortunately, radio contact had been made and Very lights were called for, and luckily these were soon spotted. Landing checks were completed in record time and with no flap, wheels down and an extra twenty knots indicated airspeed, they headed for the runway, where the aircraft made more of an arrival than a landing. They had made it, but only just. It took the combined efforts of a dozen or so airmen to hold the Hudson down, as it came to a stop. Not surprisingly, the crew remembered how good the ground felt under their feet on that occasion. Three days later the weather was fine, and they took off for Prestwick, celebrating their return with a little low flying around the islands off the West Coast. They were soon brought back to reality, however, when they learned that they would have to clear UK Customs. Now this was slightly inconvenient, as there were quite a number of kitbags on board full of presents and, in spite of the United Kingdom being at war, Excise duty still had to be paid on goods purchased abroad. A way was found around this particular dilemma, however, when Roy remembered that the Hudson's air to surface vessel (ASV) radar was classified as secret. Promptly calling for an armed guard to be placed on the Hudson, and clearing the aircraft in the normal way, he saw it towed to a nearby hangar. The ruse worked and later it only took a minute or two to off-load the presents and distribute them amongst the crew. [page break] 44 Service transport was then soon arranged to take them to the main road, where they all piled into a Glasgow-bound bus. Arrangements had been made for them to spend two nights at Roy's home in a happy get-together with his Mother, Sister, fiancée Isa and a host of friends. At some stage of the proceedings, Roy must have managed to be alone with Isa long enough to discuss their wedding plans, when it was decided that this would take place on his next leave. On 19 February 1943, they flew Hudson AM 797 from Prestwick to RAF Docking in Norfolk, where 53 Squadron had found a temporary home. It was perhaps a trifle unfortunate that having just crossed the Atlantic, there were no maps of the United Kingdom on board. They were able to find Norfolk without too much difficulty, but not their destination; and so without further ado Roy landed at a convenient airfield, taxied to flying control where he borrowed a quarter inch map of Norfolk, and promptly took off again for Docking. Here a farewell party was held; it was to be his last trip with No 53 Squadron. [page break] 45 Chapter Four: Marriage and a Caribbean Sojourn The Reverend John Ramsay married Roy and Isa on 1 March 1943, at Mount Florida Church, Glasgow, where Roy had been christened and the two of them had grown up. The plan for the honeymoon was to spend a week in Blackpool and then move to Leicester for a further seven days. All the arrangements, however, necessarily difficult in wartime, had to be left to Isa and Roy's sister and even then the accommodation in Blackpool, was only obtained through the kindness of people Roy had met in 1940, during his recruit training days. Shortly after the reception, the couple left Glasgow about 1700 hours on a journey, which in normal times would have taken a few hours. Because of German air activity over the Midlands, however, it was to be very nearly 0400 hours the following morning, before their train reached North station, instead of the scheduled Blackpool central. Such occurrences were of course not uncommon in wartime Britain but, even so, the start of their honeymoon was hardly auspicious. Their small hotel was situated in the south of the town and with no taxis to hand, there was nothing for it but to walk. And walk they did, carrying their luggage. Fortunately, their landlady having heard about the air raids had waited up for them, and this made the hot tea and biscuits seem all the more enjoyable. While staying with a married sister in Leicester the following week, a recall telegram was received ordering Roy to report to RAF Catfoss, near Hull. This of course, left Isa to return to Glasgow on her own, dealing with Roy's civilian clothes as best she could. Shortly after arrival at Catfoss, Roy learned that he was to become an instructor on Bristol Beaufighters, then coming into service with Coastal Command as a replacement for the Hudsons. The decision to re-equip five squadrons of the Command had been taken the previous September. After two local flying trips in the new aircraft, one standing behind the pilot experienced on type and the second with roles reversed, Roy completed his first solo at night on type, in what was then considered to be a fairly advanced aircraft. But it was destined not to last. After clocking-up about fifteen hours or so, he received another posting notice, which directed him back to Blackpool on 'Beatty' draft – the code name for RAF personnel bound for Canada. Unfortunately, he had turned-in all his flying clothing at Catfoss and thus had to be re-issued with it, this time, however, with items designed to be [page break] 46 worn in northern climates. It transpired that there were five pilots earmarked as flying instructors awaiting embarkation, but strangely the ‘bush telegraph' insisted that they were bound for warmer latitudes than Canada, in fact the Bahamas. On the strength of these rumours, Roy put all his flying clothing into a kitbag and promptly sent it home to Glasgow. By the end of the first week in April they were on board the liner SS [italics] Queen Elizabeth [/italics] , at the tail-of-the-bank off Greenock, along with about one thousand other airmen, mainly trainee aircrew, all waiting to sail westward under the Empire Air Training Scheme. In spite of the addition of a number of naval and army officers, and a few civilians being on board, the ship was comparatively empty, compared with the large drafts of US Army personnel carried on the East-bound voyages from the United States, which sometimes numbered as many as fifteen thousand in a single trip. Soon after embarking Roy was placed in charge of a gang of aircrew trainees from 'C' deck, employed to dispose of the considerable amount of ship's garbage. After the rubbish had been collected daily by the young airmen and deposited over the stern. Roy's official duties were over, and he fell into the habit of spending an hour or two with the naval gun crew who manned the defensive armament mounted aft. For the next four days they sailed through mountainous seas, which Roy found exhilarating, especially when the sea seemed to tower above the decks and even the superstructure, of the then world's largest passenger liner. On this voyage no escort was seen, both 'Queens' normally relying on their superior speed to escape the attentions of any U-boat. But one night, when they were about twelve hours out from New York Roy, and the other occupants of his cabin, were suddenly tossed out of their bunks on to the deck, where they sat huddled together in pitch darkness. The ship's hull was vibrating badly and the noise and shuddering persisted until all went quiet: [italics] what the hell is happening, [/italics] Someone asked? [italics] Have we been hit? [/italics] The tannoy message reassuringly informed them that all was well. Later it transpired that they had been on a collision course with another ship, and the engines going full astern, from a forward speed of nearly thirty knots, had caused the vibrations. The [page break] 47 previous October, the SS [italics] Queen Mary [/italics] whilst engaged in bringing US troops to the United Kingdom, had collided with her escort, the cruiser HMS [italics] Curacao [/italics] , which sank with heavy loss of life. Subsequently, Roy had witnessed the SS [italics] Queen Mary [/italics] enter Boston Harbour for a thorough overhaul, after temporary repairs had been carried out on her hull in the River Clyde. They entered the Hudson River during daylight on 13 April 1943, Roy's thirty-first birthday, and perhaps because of this the skyline seemed to be even more imposing that [sic] previously. They were unable to use the [sic] their usual berth, as it was occupied by the French liner the SS [italics] Normandy [/italics] , lying on its side after being gutted by fire. However, the alternative docking arrangements seemed to work well enough and dis-embarkation started about 1100 hours. The RAF contingent was accommodated at Fort Hamilton, overlooking the Ambrose channel and the entrance to the Narrows. Unable to move very far because of a possible quick departure Roy, along with two companions, took to taking the subway each day into Manhattan to see the sights. Sure enough within a few days they were placed on a train bound for Miami, the journey south taking a miserable three days. On arrival, they immediately boarded another ship bound for Nassau, which was part of the Bahamas, discovered by Columbus in 1492, although the precise landing site remains uncertain to this day. After the Spanish and an interval of thirty-seven years, came the English. But it was not until 1783 that George III formally proclaimed the islands a crown colony, after the Peace of Versailles. The islands then remained much in the doldrums, until prosperity came with the blockade-runners of the American civil war. In later years sponge fishing became the chief industry but subsequently, this was much reduced by fungus disease. By 1940, the major source of wealth was derived from tourists, who came chiefly from the United States. Under the terms of the lease-lend agreement, already referred to, the United States was offered the use of certain British territories, as bases, for a period of ninety-nine years. The Bahamas were included under these arrangements and thus, after December 1941, the United States was in a position to construct bases on New Providence, and the other islands, should they wish to do so. No 111 (General Reconnaissance) Operational Training Unit came into being in August 1942 as a result of an agreement between General Arnold of the US Army Air Corps and Air [page break] 48 Marshal Portal. The advantages of such a location were obvious and it was decided that the unit would be based at Nassau on New Providence Island. It was to be staffed entirely by RAF personnel who would be administered by the RAF Delegation in Washington, with an aim of providing a flow of trained crews to support the Liberator (B24) Squadrons of Coastal Command, at a rate of thirteen crews per month. On a twelve-week course this would require flying facilities, reception, accommodation, messing and recreation arrangements for thirty-nine crews at any one time. Such a task was way beyond the existing resources of the Island and thus it was decided to enlarge the existing Oakes Airfield and to build an entirely new one, tactfully named Windsor Field. Under the terms of lend-lease, the North American Division of the United States Engineer's Department was made responsible for this work. They in their turn employed Pleasantville Construction Incorporated, on contract for the task and this decision, unfortunately, led to trouble. No doubt the Duke of Windsor encouraged the project, as it would benefit the economy, which had been hard hit since the United States had entered the war. But the situation was badly handled; the difference in rates of pay of Americans and Bahamian labour leading to rioting, several deaths and injuries. After two weeks, however, the local men reluctantly returned to work having been offered an increase in pay of five shillings a day. Group Captain R.N. Waite RAF, the first commanding officer, arrived with the advance party in New York on 16 August 1942, having crossed the Atlantic in the SS [italics] Queen Mary [/italics] . Wasting little time in getting to Nassau, he called on the Governor five days later, and as the contractor had not yet finished his work, the RAF contingent was temporarily housed in the Fort Montagu Hotel. Meanwhile the Duchess organised a forces canteen, which was set-up under the auspices of the Nuffield Trust. Flying Training started in November and the following month saw the first conversions on type being carried out on the North American Mitchell. By the end of December, the contractor had completed enough work for the airfield to be formally handed over to the Royal Air Force. Early in the New Year training started in earnest, with student crews undertaking navigation exercises. Moreover, the opportunity was taken to incorporate the escorting of convoys through the Caribbean area into the OTU syllabus. By the time [page break] [photograph] Stanley Toogood [page break] 49 Roy Hastie was due to join the unit as an instructor, anti-submarine sweeps were a regular feature of the training programme. Regular training had now started on the Liberator B24 aircraft, but unfortunately, in March, the first of a number of North American Mitchell's was lost, with its crew, on a training exercise. Sailing through the night under the stars among some of the 3,000 coral islands, cays and rocks that stretch for six hundred miles to the southeast, and go to make up the Bahamas, was an impressive sight. So much so, that quite a few of the passengers on board stayed on deck in order not to miss the really spectacular views. The temperature helped, of course, averaging seventy degrees Fahrenheit in winter and ten-to-twenty degrees higher in summer. Like many people Roy had heard of Nassau and knew it was in the Caribbean, without realising that it was quite so close to the United States, less than two hundred miles or so. As previously mentioned, the governor and Commander-in-Chief was HRH the Duke of Windsor, who had been appointed to the post in July 1940. Previously he had been in France, acting as liaison officer with the British Military Mission, serving in the rank of major general, although unpaid. With the collapse of France, HRH's position became somewhat embarrassing and while in Lisbon, he was offered the job in Nassau. The professional incumbent at the time, Sir Charles Dundas, vacated his post unwillingly in order to make way for his royal successor. The Duke had been appointed on 9 July 1940 and he arrived in Nassau with the Duchess in the following August, arriving in the SS [italics] Lady Somers [/italics].36 No member of the royal family had ever served in such a capacity before, and he must have been heartbroken as he sailed towards the Bahamas, and almost certain exile. Nevertheless, there is little doubt that the Windsor's' arrival boosted the tourist trade, especially amongst the numbers coming from the United States, upon which the island's economy so heavily depended. Visitors were soon impressed by the Governor and his wife, and especially by their hard work. When difficulties arose over the reduction of tourists, brought about by the entry of the United States into the war, HRH was instrumental in sponsoring a number of local schemes designed to replace the lost revenue. He formed and chaired an economic committee and tried hard to boost agricultural production. It was also during his tenure that Churchill implemented a previous agreement on 27 March 1941, to lease eight bases in the Bahamas and elsewhere to the United States in return for fifty over-age destroyers.37 [page break] 50 It was unfortunate, therefore, that the Windsor's often offended people, the Duchess in particular, who possessed great charm, but appeared to be more concerned with her status, clothes and jewellery, than the welfare of the islanders. To be fair, the Duke had not trained to be a colonial governor and he could not have found the task an easy one. What is a little surprising, is that he was unpopular with some of the Royal Air Force in Nassau, the Duchess slightly less so. By the end of 1942 Nassau had become a garrison town but in doing so, the arrival of the forces had saved the economy of the Bahamas. Roy's first glimpse of New Providence, the island in which Nassau is situated, was not an inspiring one, an opinion which seemed to be confirmed when the RAF draft arrived at the docks, only to be transported to the airfield in open trucks. He was a little surprised to find the RAF unit such a large one. No 111 General Reconnaissance Operational Training Unit had been formed in August, the previous year, in order to provide a regular supply of trained crews for Coastal Command. The advantages of such a location were obvious, but the unit had to be administered by the RAF delegation in Washington, over a thousand miles away and thus this was not an easy task. The RAF were in possession of the two airfields which were a few miles apart. Oakes, which was still being enlarged and extended, and Windsor Field which was entirely new. Crews under training spent two months at the former, leaning [sic] how to operate the twin-engined North American B25 Mitchell, with Nos. one and two Squadrons; this was followed by a further month at Windsor, on the larger Consolidated B24 Liberator. In all, about 3,000 servicemen manned the unit. Roy, of course, was officially on a 'rest' tour of duty, that is to say a spell away from operational flying. Given the circumstances of finding himself in the Caribbean, and in a flying appointment, he could easily have been forgiven for thinking that he had been given an extended holiday, and at public expense too. Operating in near-perfect weather conditions, over islands which were fringed by incredibly white sandy beaches, set in seas of breath-taking translucent greens and blues, there was indeed a temptation to forget the war, and even at times, the job in hand. Shortly after arrival he spotted a memo pinned to the notice board in the Sergeants' Mess, informing the reader of details concerning services in the local Scottish Kirk, [page break] 51 the Church of St. Andrews. Now at home in Glasgow, he had attended church fairly regularly, and thus it was with pleasure that he decided to go to the Sunday evening services, in spite of the raised eyebrows among some of his friends. He was to be glad that he did so, otherwise he probably would not have met George Cole and 'Binnie', both local businessmen. At the close of the service on the very first visit, Roy was informed that his singing had been very much appreciated, and would he consider joining the choir? He would and did, thus coming to know George and Kate Cole, who subsequently were to become great friends. Such was their kindness, that after the first choir practice he was invited home for supper and was subsequently offered a room for his exclusive use for the rest of his stay on the island. But Roy contributed too, taking most of the bass solo parts in seasonal celebrations, many of which were broadcast by Nassau Radio. Most weekends, when he could get away, were thus spent in the company of the Coles and Binnie, their great friend and many others, swimming, fishing and sailing. Throughout it all, he found it difficult to believe that the war, which had brought him to New Providence, was still on. Roy subsequently returned on holiday, after the war, with Isa in 1953 and again in 1966, to stay with the Coles, who also made reciprocal visits to Glasgow, although sadly, on the last occasion, Kate was on her own, George having died in 1970. For services to his country, George Cole was awarded an OBE in 1968. While all this was going on, of course, there was still a job of work to do, and Roy was determined that he would pass on to his pupil crews the benefit of his experiences and, in the few weeks at his disposal for each crew, train them to the very highest standards possible, fully capable of operating over the sea in an efficient and effective manner. It was sometimes said that 'it was safer to be on an operational squadron, than at an OTU', referring of course to the relative inexperience of the individuals undergoing training. During his time in Nassau, Roy came to realise that was some truth in this generalisation. Casualties were only to be expected and the accident rate, at the time, worked out to be one student crew per course. Sometimes, these were due to human error and, less frequently, to mechanical failure. Very occasionally, aircraft and crew just simply failed to return from a sortie. Just how easily this could happen is related [page break] 52 by the following incident. The twin-engined North American Mitchell was a particular favourite aircraft with Roy, and to relieve the tedium of day-to-day instruction, he often liked to fly it at low level, especially over the sea. On 19 July 1943, it fell to his lot to take an Australian, Pilot Officer Jones and his crew, on an exercise, which culminated in a live bombing attack. The submarine target was represented by some well-defined rocks, which it was hoped to hit, with a 4,000-lb. bomb from a height of about 4,000 feet. All went well up until the climax. As the weapon was released, Roy who was sitting right-hand seat took control and started to bank the aircraft to starboard. This action enabled the crew to have a better view of the result and the rear gunner to photograph the point of impact. Suddenly, there was a loud bang! The Mitchell lost flying speed and started to spin and lose height. Immediately, Roy put the nose down and increased power on the starboard engine, applying full left rudder as he did so. He fought hard to bring the aircraft under control, realising he was losing height far too quickly. Gradually, the gyrations slowed and opening up on both engines, he managed to straighten up and ease back on the throttles, as the altimeter indicated some two hundred feet above sea level. It had been a narrow escape. Roy now had a chance to glance around and first saw the navigator, who had been standing behind him, bleeding profusely having been struck in the face by a dislodged perspex window. The bomb aimer was lying unconscious; he had been propelled up the tunnel leading from the nose by the force of the spin, and had struck his head against the bulkhead. Then Roy noticed the crumpled leading edge of the starboard wing, parts missing from the starboard fin and tail, and oil pouring from the starboard engine. It was high time to go home! Fortunately he had remembered to put out an emergency landing call, and thus Oakes field was ready to receive them. Their luck was certainly in that day, for the undercarriage held and a successful landing was accomplished, albeit without the use of the customary flap. It was later discovered that the nose-wheel door was missing, and the subsequent inquiry assumed that the impact of this hitting the aircraft had been sufficient for control to have been lost and cause the structural damage. The Chief Flying Instructor at the time, however, could not agree that the Mitchell actually entered a spin, preferring instead the term 'spiral'. [page break] 53 It has been mentioned that the Windsor's were not popular among certain sections of the community, and with a large number of servicemen on a small island, and a lot of flying to be done, some complaints from the Governor were only to be expected. One night, Roy was detailed for night flying, after what seemed a week of criticism from government house. He decided that enough was enough, and on take-off deliberately swung the Mitchell to port, so as to pass directly over the top of the Governor's residence. At low altitude and with full power, the noise must have been excessive and fully justifying a strong protest. Roy waited for the inevitable outcome. Fortunately, he had not been first off that night and so had ample time in which to formulate a suitable reply. After about five minutes came the following interchange between the control tower and aircraft: [italics] control to all aircraft — report your position. [/italics] When it came his turn to reply, Roy placed his aircraft a score or more miles from the Island, and thus escaped identification. In spite of the chuckles that followed this particular incident, it could hardly have improved matters between the Governor and the RAF. The next three months passed quickly enough and it was not until Roy found himself on another anti-submarine exercise on 5 October 1943 that the next spot of bother arose. This time the incident occurred in the Exuma Sound area, to the southeast of Nassau, He was with a Pilot Officer Davey and crew, when a runaway propeller developed on the starboard engine. This took Roy a moment or two diagnose, but even when he closed the appropriate throttle and attempted to feather the propeller and cut the ignition, the windmilling increased and with it, of course, the drag effect. It soon became obvious that they would be unable to maintain height on the one good engine, even with maximum power. They were over water, some distance from base, and thus a ditching seemed to be inevitable. Hurriedly, a May Day call was made, and the crew ordered to ditching stations. While all this was going on, Roy had understandably set course for the nearest land, which lay to the east, remembering to jettison the four 250 lb. depth charges, as he did so. The aircraft continued to lose height as they edged towards the island of Eleuthera; rounding its southern tip Roy decided to put the Mitchell down about a quarter of a mile off, and parallel to, the eastern shoreline on a northerly heading. The [page break] 54 aircraft touched the sea lightly and then hit the surface hard, coming to rest quickly and all in one piece. The dinghy inflated satisfactorily, and they clambered in as best they could, carrying Sergeant Allan, one of the air gunners, who sustained a severe head injury during the proceedings, rendering him unconscious. They managed to paddle the few hundred yards to the beach, land and light a large fire, settling down as they could to await rescue. Sergeant Allan was given a shot of morphia from the first aid kit, and made as comfortable as possible as the circumstances permitted. About two hours later their moral [sic] was raised when three aircraft from Nassau flew over them, indicating that they had been located and that all would soon be well. It should be remembered that at the time, Eleuthera was sparsely populated, and not the holiday resort it is today, and really quite isolated from the main centres of population in New Providence and Grand Bahama. Shortly, a small number of local inhabitants arrived and proceeded to guide them through the undergrowth towards the west and the nearest road and habitation. Darkness had fallen and it was hard work, made more difficult by having to carry the unfortunate Allan. Fortunately it had been possible to construct an improvised stretcher out of a parachute slung between two poles. At Bannerman Town, the hamlet on the West Side of the island, a white couple who provided much welcome food and overnight accommodation met them. The next day a so-called ambulance came from the North to take Sergeant Allan to the nearest Doctor and hospital at Governor's Harbour, some forty miles away where he made a complete recovery. At noon, the air sea rescue launch from Nassau arrived to convey the remainder of them to Fort Montague, a near-heroes welcome, and membership of the Goldfish Club. For some time now, the Royal Air Force had adopted a policy of commissioning wartime aircrew on merit. Not surprisingly, Roy was recommended and, in due course, commissioned as a Pilot Officer in the RAFVR. This was a little unusual, for, in accordance with regulations, as he had already attained the rank of Warrant Officer, he should have been made a Flying Officer. A week or two later the slip was noticed and subsequently corrected. Leave was due anyway, and he decided to spend it in New York; getting to Miami was no problem, with frequent visits by OTU aircraft, almost on a daily basis for [page break] [goldfish club badge and letter] [photograph] [page break] 55 spares and other purposes. But once there, he was on his own. Unable to hitch a lift with either the US Army Air Corps or US Navy, he had to resort to the train. Fortunately for Roy, this turned out to be the crack 'Silver Meteor' and he had a comparatively fast and comfortable ride for over a thousand miles to the North. The months of the New Year 1944 seemed to have sped by with indecent haste, for by July his tour of duty of a little over a year, had come to an end. Roy could hardly believe it, but during his time on the island he had accumulated some one thousand and four hundred instructional flying hours on the Mitchell and Liberator. Along with a dozen or so other instructors, he was asked to select his own crew and complete number 25 Course at the OTU as a student, before returning to the United Kingdom with a fully trained Coastal Command crew. At the end of his time at Nassau, he was assessed as an 'Above the Average' General Reconnaissance Pilot; he acquired the same rating as a Flying Instructor.38 At any time the Bahamas must have seemed like a land of perpetual sunshine and plenty, but in wartime this feeling was obviously more pronounced. To his surprise, he felt glad to be going home, to the restrictions, the blackout, air raids, and rationing. Nor was he alone in this, for most of his fellow instructors who had arrived at No 111 OTU, at about the same time, felt this way too. The party of about one hundred officers and men sailed for Miami, in the second week of July, where they were billeted for two days while preparations were made for the long and tedious journey North to Canada. They eventually arrived in Nova Scotia after a terrible trip, only to find that they had to change trains for Montreal, the airport of departure. Here they flew to Prestwick via Gander in Newfoundland, at the end of July, the flight being made possible by the long-range of the Transport Command Liberators. Fortunately, the weather was good and the 2,000 odd miles were completed non-stop without incident, in fourteen hours, forty minutes.39 [page break] 56 ROYAL AIR FORCE STATION SERIAL . . . 5 NASSAU, BAHAMAS PAGE 4 THURSDAY 6 JAN 1943 AFTER ORDER BY GROUP CAPTAIN R.N. WAITE, COMMANDING. 13. ORDER OF THE DAY On the 5th October 1943, 1107496 Warrant Officer (now Pilot Officer) R.M. Hastie was captain of Mitchell aircraft F.R.384. Owing to loss of oil the feathering mechanism of the propeller on one engine failed, and the consequent behaviour [sic] of the engine made it impossible to maintain height on the remaining engine. Warrant Officer Hastie carried out his emergency procedure accurately and thoroughly in spite of the difficulty of controlling the aircraft, and his crew were at their correct crash stations before the ditching was made. He showed good airmanship and a thorough understanding of the capabilities of his aircraft throughout and made a good touchdown on the water. The air gunner, R.185473 Sgt Allen, T.W., was in the rear compartment of the aircraft. R.73406 F/Sgt. V.A. Mclennan and 1321794 Sgt. S.J. Trusson, two Wireless Operators, had already escaped but on discovering that Sgt. Allen was still in the aircraft, they crawled back through the bomb bay tunnel and with great difficulty dragged him out. The task of pulling an unconscious man through this small tunnel required strength and determination, The rear of the aircraft was below water so the hatches could not be used. F/Sgt. Mclennan and Sgt. Trusson stood in grave danger of being trapped and drowned had the aircraft sank before they got Sgt. Allen through the tunnel. Their prompt and gallant action prevented a very successful ditching from becoming a tragedy. The conduct and devotion to duty of W/O Hastie, F/Sgt. McLennan and Sgt. Trusson was highly commendable throughout. F/L ADJUTANT For GROUP CAPTAIN, COMMANDING ROYAL AIR FORCE STATION NASSAU, BAHAMAS. [page break] 57 Chapter Five: Success in the Mediterranean and North Atlantic in 1943. Meanwhile, great events had been taking place on the world stage, especially in Russia and the Mediterranean area. After months and months of reverses, it was mostly good news for the Allies. Towards the end of Roy's time with No 53 Squadron in the Western Hemisphere, in October 1942, General Montgomery had fought and beaten General Rommel, at the battle of El Alamein, thereby saving Egypt, and the Suez Canal. Moreover, in November 1943, the Allies had successfully launched Operation Torch, the invasion of North Africa, landing over the beaches in Morocco and at Oran, Algiers, Bougie, and Bone.40 Sicily was then successfully invaded by British and American forces. Soon Italy was to surrender, and even declare war on Germany in October 1943. At sea, the U-boat had been in the ascendant for many months, and in November 1942 sinkings had totalled 509,000 tons. Fortunately for the Allies, bad weather then intervened which halved the sinkings. Nevertheless, 300,000 tons of shipping was sunk by U-boats during the next month, and the figure seemed set to rise. March of the New Year, 1943, turned out to be the worst month of the war for the Allies, when during the first twenty days of the month forty-three ships were sunk in the Atlantic alone. But the signs were misleading. The Battle of the Atlantic was soon to go the other way, helped by the staff at Bletchley regularly reading the German naval Enigma codes. In fact, the Battle of the Atlantic was reaching a climax during the period July 1942 until April 1943; when, at last, Bletchley broke the U-boat Enigma code, enabling the Admiralty to re-route allied convoys around known U-boat dispositions. This was in spite of the fact that B-Dienst, the Kriegsmarine's radio intelligence service, continued to read British Naval Code No.3, through which the allied convoys were controlled. At last, the Royal Navy abandoned its penetrated Codebook, and there was a welcome upsurge in the numbers of escorts provided to convoys. Moreover, the B24 Liberator, with its long range, entered the convoy protection service, and the Escort Carrier scheme was introduced. Perhaps, above all, the allies had started to use centrimetric radar, due in large measure to the work of two of Professor Oliphant's [page break] 58 team at Birmingham University, John Randall and Harry Boot.41 In fact no allied ships were sunk by U-boats from May until September 1943, and German submarines were now being lost at a loss-rate faster than they could be replaced. The tide had indeed turned, and Admiral Doenitz was never able to prevail again, although he tried hard with such devices as the homing torpedo and the Schnorkel. He told Hitler in May that the Battle of the Atlantic would have to be broken off, at least temporarily. But in fact the retreat was to be permanent. A small lump came to Roy's throat at the sight of the Western Isles, in the early morning sunlight of 30 July 1944. For him this seemed to be Scotland at its very best. But another miserable train journey soon brought him down to earth; this time it was to Harrogate, the centre or holding unit, for individuals, who had received their aircrew training abroad, notably under the Commonwealth air training plan. Strictly, coming from an OTU as fully trained crews, they should not have been sent to such a unit. Expediency won the day, however, although it soon became obvious that the staff were ill prepared to handle Coastal Command crews as entities, all keen to join their operational squadrons as quickly as possible. Alas this was not to be. In view of the situation at sea, Coastal Command was not suffering casualties and simply did not require replacement crews.42 Moreover, the casualty rate in Bomber Command was at a low level. The RAF training machine, which embraced all home and Commonwealth flying schools, was now turning out qualified aircrews by the thousands, and because of reduced casualty rates generally, a surplus of crews was rapidly building up; all of them without much chance of being employed in the role for which they had been trained. The usual procedure in those days, when confronted with a problem of this nature, was to send those concerned on leave, indefinite leave if necessary. When Roy returned from a pleasant week spent with Isa, and his family, in Glasgow, he found the situation unchanged. No decision had been taken about their future employment. After a few days his patience snapped and, with two others, he took off for HQ Coastal Command at Northwood, near London. He subsequently found out what was to happen to them, and it was not to his liking. After all his training and experience in the maritime role, it was confirmed that there simply were no vacancies in Coastal, and that they were all to be posted to a new Bomber Group, with a special and secret role. [page break] [graph] The ratio of Allied ships sunk to the number of German submarines lost, plotted at three-monthly intervals for the duration of the war. The dates on which ASV Mark II, the Leigh Light and ASV Mark III were introduced are as shown. E.G. BOWEN During the first nine months of the war, the ratio was already at the frightening level of ten ships sunk for every submarine lost. The loss ratio mounted rapidly through 1940, until during the three months December, January and February of 1940-1, no less than 96 Allied vessels were lost and not a single enemy submarine. If that level had been maintained, the war would have been quickly over. The failure of the attacks during 1940 can be put down to many factors, but in simple terms it was due to the need for a very protracted training period, during which crews of Coastal Command and the Fleet Air Arm learned how best to use their new equipment. Their problems were compounded by the poor serviceability of ASV Mark I, the lack of test equipment and the total absence of training facilities. It remains true to this day that any military service, when faced with the introduction of a new and exotic equipment, requires meticulous training and a long and protracted practice period before they can make best use of it.42 [page break] 59 Chapter Six: Radar in Germany and Great Britain, and Bomber Command. At the end of World War One in 1918, the German people not only lost their Kaiser but found it difficult to come to terms with a Republican government. National sovereignty, however, remained intact in spite of the loss of their colonies and navy and air force. Their army was retained, but reduced in size, although it remained very much of a pervasive factor in politics until at least 1934. It was unfortunate that the Weimar constitution had not been more widely supported, as it was expected to deal, inter alia, with the unpopular reparations set by the allies. In the period 1922-1923, the currency collapsed and rampant inflation set-in and it took the genius of Dr Schaht, President of the Reichsbank, assisted later with loans from American and other banks to overcome it. The peace treaty of 1919 permitted Germany to retain an Army of 100,000 men for internal security purposes, and a very able and astute general, Hans von Seeckt, took full advantage of this clause and spent six years transforming the Reichwehr into a formidable fighting force. In 1929 the effects of Wall Street and the ensuing depression soon spread to Europe and beyond, the slump becoming world-wide. The Weimar government was simply not strong enough to survive the effects of five million people out of work and the attendant inflation. Parliament and the Constitution became unworkable; bullying and violence appeared on the streets and the way was opened for political parties of the extreme left or right to come to power. The people became desperate for the return of law and order and longed for a stable economic situation. Democracy gave way to National Socialism, when President Hindenburg appointed Adolph Hitler, Chancellor in January 1933. Later, under their new leader, Germany rearmed, introduced conscription and acknowledged the existence of the hitherto secret and prohibited German air force, curing many of its economic ills as it did so. After coming to power, Hitler was to adopt extreme expansionist policies and so set his country on the road to conflict and World War Two. Meanwhile, alarm bells began to sound in the United Kingdom and elsewhere. Belatedly measures were initiated in London to try and reverse some of the effects of the disarmament policies adopted after World War one. Quite independently of one [page break] 60 another, both Germany and Great Britain started to experiment with radio direction finding, later radar, the principles of which were already well known. It had all begun in the latter half of the nineteenth century when Hertz, who showed that radio waves could be reflected off metal sheets, continued the earlier work of Faraday and Maxwell. Braun then invented the cathode ray tube. In 1904 Fleming produced the world's first diode valve, whilst Hulsmeyer patented a Hertz wave transmitter and receiver. In December 1924 a break-through occurred when Appleton and Barnett first measured the time a radio wave took to travel from transmitter to receiver, after being reflected by the ionosphere. Important developments then followed in the USA when Bret and Tuve perfected this procedure a year later. In 1927 Kuhnhold succeeded in obtaining discernible echoes of a ship at a range of seven to eight miles. Dr Yagi of Japan then took the development a stage further when he invented his narrow beam directional aerial. Early in the 1930's, the German Lorenz Company developed a blind-landing approach system, based on very high frequency (VHF) radio, to help civil aircraft land in poor weather. By the middle of the decade the system was successful and widely used by the airlines, as well as by the RAF and Luftwaffe. In 1933, Dr Hans Plendl developed the Lorenz beam to help aircraft bomb accurately and within five years he was successful. This was the X-Gerät or X-device, which worked on frequencies of between 66 and 75 megacycles.43 Other systems soon followed such as Telefunken's Knickebein or Crooked Leg, using 30 to 33.3 megacycles, and later the technically more advanced Y-Gerät or Benito which operated on 40 megacycles. 44 At the same time Dr Kuhnold was developing Freya, an early warning set which operated on 150 megacycles and Telefunken was producing the Wurzburg accurate gun-laying radar, with a height finding capability.45 Moreover, before the outbreak of hostilities in September 1939, Seetakt, a naval gun-ranging radar had entered service. The British had tried hard to discover whether or not the Germans possessed radar. They were hampered to some extent by the lack of appropriate specialists, just at a time when the Intelligence gathering departments themselves were not only being reorganised but expanded. The RAF raids on units of the German fleet early in the war might have provided a clue but failed to do so. A little later, the [italics] Graf Spee's [/italics] Seetakt aerial yielded useful information, but the Admiralty inexplicably pigeonholed the subsequent report. [page break] 61 The RAF came to rely for its air intelligence on a number of different sources. They included prisoners of war, crashed German aircraft, the Oslo Report,* the RAF Y Service, especially RAF Cheadle, the Government Code and Cipher School,** and the Telecommunications Research Establishment.*** In March 1940, the first of these sources disclosed the existence of two new devices namely Knickebein and X-Gerat. In view of the evidence available, Dr R.V. Jones, of air intelligence, became convinced that the German air force did indeed possess aids to accurate navigation and bombing, based on VHF beams and in all probability had also developed radar. The Air Ministry Research Establishment at Orfordness, and later at Bawdsey Manor, provided Fighter Command with its original radar defence system, the Chain Home (CH) which operated on a wavelength of about 10 metres and a frequency of 30 MHz. The AOC-in-C of Fighter Command, Air Chief Marshal Sir Hugh Dowding, had been appointed in July 1936. He was just able, before war was declared in September 1939, to weld a number of disparate elements such as fighters, radar, communications, Observer Corps and guns, into a fully integrated air defence system. Fighter Command was subsequently able to withstand the might of the Luftwaffe in daylight in 1940, something which no other air force in Europe had been able to do, thus eventually compelling the Luftwaffe to attack the United Kingdom by night. In spite of the success of Fighter Command's integrated air defence of the United Kingdom, during the Battle of Britain, the RAF was woefully ignorant of the Luftwaffe's radio navigation and bombing aids. These devices enabled German bomber aircraft to navigate in all weathers over the United Kingdom with confidence, and in most cases find and bomb targets accurately. To find and overcome the Luftwaffe's radio beacons and beams, the RAF formed No. 80 (Signals) Wing, under the command of Wing Commander E.B. Addison. This formation was at first placed in Fighter Command, but at a later dated came directly under the Air Ministry. * A secret report sent to the naval attaché in Oslo by an unknown German scientist. ** The Government Code and Cipher school, Bletchley Park, home of Ultra. *** An enlarged Air Ministry Experimental Establishment renamed TRE. It moved from Bawdsey to Swanage via Dundee and thence to Malvern. [page break] 62 Bomber Command, however, was not so fortunate. it had started the war badly. It was not only short of four engined aircraft, but the current navigation and bombing techniques, extant in 1918, left much to be desired. The successor to the East Coast Research Units was the Telecommunication Research Establishment (TRE) and this facility had been available to assist Fighter Command with the development of airborne radar for its night fighters, and with the work of No. 80 Wing, and thus help to protect British industry from German bombing. Bomber Command, however, felt that any use of radio navigation aids would disclose the position of their aircraft to the German air defence system, and thus declined to make use of such developments. By the autumn of 1941, it was clear also, that the Luftwaffe had developed an extensive network of radar early warning covering Western Europe, by means of devices known as Freyas. These enabled them to alert their defences in good time and to detect the general direction of an impending attack. It was also apparent that their night fighters were tactically employing two systems of local radar detection. Airborne interception (AI) was being used and there was also a method of Ground Controlled Interception (GCI), which depended upon a ground-based radar tracking equipment known as Wurzburg. This enabled a controller on the ground to direct a night fighter, by means of radiotelephone, to the vicinity of a RAF bomber. Fortunately for the RAF, Sir Arthur Harris arrived on the scene at Bomber Command in February 1942, with new ideas and a fresh approach to the task in hand. It was imperative that Bomber Command started to make use of the new technology, which was now becoming available from TRE. First of the new navigational aids to be introduced by Bomber Command, was a radio position-finding system known as Gee, invented by Dr R.J. Dippy.46 It was first used against Essen on the night 8/9 March 1942.47 This was followed by Oboe, an accurate blind-bombing device, also from TRE, which came into service in December 1942. It was better than Gee, but was limited by range. The third navigational aid was H2S, an airborne radar set directed at the ground. It was first issued to the Pathfinders of No 8 group, and was first used operationally by them against Hamburg on 30-31 January 1943.48 Its range was unlimited but it was also a powerful transmitter and thus could be detected by the Germans.49 With these devices, Bomber Command's navigation standards improved immeasurably, but bomber losses due to Luftwaffe night fighters had mounted [page break] 63 steadily throughout 1942; as the German radar-based defences improved, it forced the RAF to adopt new measures. Towards the end of 1942 the Air Ministry approved the use of a series of radio countermeasures, designed specifically to protect bomber aircraft. At a meeting held at HQ Bomber Command, in October 1942, it was decided to use Shiver, the RAF Identification, Friend or Foe system, suitable [sic] modified to operate on the intermediate frequency of the German air-defence radar set, Wurzburg. Since only a temporary success could be expected with Shiver, TRE was asked to develop an effective airborne jammer against Wurzburg. Moreover, it was recommended that Mandrel airborne jammers, in the 120 – 130 Mcs band, should be fitted to two aircraft in every Squadron, and be used against the German early warning Freyas. Shiver was introduced immediately; Mandrel being first used in December 1942. It was hoped to destroy the vital communications link between Luftwaffe fighters and their ground controllers, by modulating each aircraft transmitter with noise stemming from a microphone situated inside the aircraft; each wireless operator being briefed to search a given 150 Kcs situated between 3-6 Mcs, in the HF Range, and to transmit on any frequency found to be in use. This was Tinsel, and it was first used in December 1942. Tinsel and Mandrel were introduced at the same time and thus it is difficult to judge their relative effect. Undoubtedly, there was a fall in the loss rate at the beginning of the New Year, although this may have been partly due to seasonal factors. By March, however, the trend of losses was beginning to rise again as the operating range of the Freya early warning radar was extended and Luftwaffe communications improved. Unfortunately for the RAF, there was no scientific basis for Shiver having any effect on the German radar and, in February 1945, its use was discontinued. Since 1940, when the Luftwaffe navigation and bombing beams were beginning to be identified, No 80 (Signals) Wing had been fighting the radio war on behalf of the RAF from the ground. In April 1943, a Ground Grocer station had been opened at Dunwich, on the Suffolk coast, its task being to find and jam German Air Interception signals in the 490-500 Mcs band. This it did successfully, in spite of the range of the jamming equipment being limited to about 150 miles. Fortunately for the British, parts of the Dutch coast could be covered including the mouth of the River Scheldt, [page break] 64 and for some miles inland where some of the most efficient German night fighter units were operating. Mandrel continued to be used, but the loss rate of Mandrel carrying aircraft in No 1 Group appeared to be excessive, giving rise to the fear that Luftwaffe fighters were homing-in on the Mandrel transmissions. In fact the German Freya-Halbe apparatus had been specially developed for this purpose. Consequently, in order to avoid this happening Mandrel transmissions were deliberately interrupted, but this action halved the effectiveness of the jamming. Moreover, the Luftwaffe then extended the frequency range of the Early Warning Freyas, by twenty megacycles to 150 Mcs, placing them out of reach of the current Mandrels. Although it was never possible to raise the RAF Mandrel barrage to the desired intensity, Germany was required to expend considerable effort in keeping the Freyas clear of jamming. In this sense Mandrel had to be considered successful. Early in April 1943, the Luftwaffe started to control its night fighters by VHF in the 38-42 Mcs band and, although this had been foreseen, little action could be taken until more details of the German system had been confirmed. As a first step, a ground transmitter was provided covering the whole of the 38-42 Mcs band and established at Sizewell on the Suffolk coast. It was known as Ground Cigar and started to operate at the end of July 1943. But like Ground Grocer before it, it suffered from lack of range, 140 miles, and gave rise to complaints from the Royal Navy and the RAF "Y" Service, concerning interference to their communications. What was really required was an airborne jammer and Air Ministry was asked for one in May 1943. The demand was for the development of an airborne radio jammer, to be fitted to one aircraft of a bomber squadron, which could undertake the Radio Countermeasure (RCM) role, in addition to its normal bombing task. Consequently, early in October 1943, Airborne Cigar (ABC) was first used operationally in the Lancasters of No 101 Squadron. The equipment comprised a panoramic receiver and three transmitters under the control of an additional crewmember, who had been specially trained and could, speak German. ABC fitted aircraft were placed at intervals along the bomber stream in order to give complete protection to all aircraft participating in the raid, each operator normally expecting to hear and jam Luftwaffe transmissions in his own area. ABC continued to be used in this form by No 101 Squadron until April 1945, [page break] 65 and gave extremely good results against the R/T control of German night fighters in the VHF band There was also a requirement to cripple the Wurzburg radar in the 53-centimetre band, which was used for the efficient GCI control network, built up throughout Western Europe, and for gun laying. After much deliberation and many trials, Window, a form of aluminium foil, was first used against Hamburg in July 1943 and achieved immediate success. Not only were RAF casualties limited but the whole German night-fighter defence organisation was thrown into utter confusion. The Luftwaffe reacted quickly and introduced mass control of their night-fighter aircraft in order to try and direct as many as possible to the target area. Here they were expected to attempt interceptions of RAF bombers with the aid of searchlights, which already formed part of the ground defences. Instructions were issued by HF radio in the 3-6 Mcs band. Along main force routes, interceptions by German night fighters took place with the aid of the old GCI controls, working as best as they could through the interference caused by the use of Window. The RAF responded to the new German procedure of mass control, by jamming the latest ground-to-air communications link. Tinsel was already in use against the Luftwaffe HF R/T but, instead of each bomber aircraft jamming part of the band, there were now fewer frequencies in use and each one concerned the bomber force as a whole. Thus the Tinsel effort had to be directed towards the more dangerous frequencies, and at the same time the strength of the jamming had to be increased. This was done by the use of Special Tinsel. Consequently, a proportion of all bomber aircraft operating on a particular occasion was briefed to use this device, the frequencies to jam being obtained by the RAF "Y" Service at West Kingsdown, in Kent. Special Tinsel was instantly effective but the Luftwaffe overcame it by increasing the numbers of channels in use. This was overcome to some extent by dividing the Special Tinsel jamming effort between Groups, each one being allocated a different frequency. Each division necessarily weakened the intensity of the jamming, but it also forced the Luftwaffe to spend time searching for a clear frequency, which they could use. The RAF then decided to add to the jamming already taking place in the 3-6 Mcs range, and high-power transmitters normally used for overseas radio-telegraphy were [page break] 66 pressed into use. The objections raised previously through the use of Ground Cigar did not arise in the HF band, where propagation conditions are different and ranges of 300-500 miles are attainable by night. This countermeasure was known as Corona and early negotiations were necessary with the GPO and the BBC before it could be used. These details were completed and Corona was first operated under the control of West Kingsdown on the night 22-23 October 1943. With this system it was possible to issue false directions in German, but wisely these were confined to instructions to land, tuning transmissions and warnings about the unsuitability of bases. Corona was highly successful, as corroborated by RAF "Y" Service evidence, but eventually straight jamming superseded the false information. The Luftwaffe then turned to the German high-power broadcast station at Stuttgart to pass instructions to its night-fighters. Consequently, the powerful BBC transmitter at Crowborough was brought into use for jamming on the night 6-7 December 1943. It was called Dartboard and shortly afterwards the German MF broadcasts from Stuttgart, and elsewhere, ceased. All this jamming activity was not easy to control, with No 80 Wing providing all the ground activity and similar airborne equipment being employed by Fighter and Bomber Commands. There was thus a growing complexity of RCM activities, duplication of effort and demands for new equipment not always associated with operational requirements. It was thus decided to rationalise the situation and to bring all RCM, ground as well as air, under one formation, No 100 Group. Such a move had been suggested by Bomber Command in June, approved by the Air Ministry and brought into existence under the command of Air Vice Marshal Addison on 1 December 1943. It was one thing, however, to create such a formation, but to make it work took time, and it was not until June 1944, about the time of D-Day, that the Group started to function as originally intended. By the beginning of 1944, however, Bomber Command was using the following countermeasures on a regular basis: Mandrel against the German early warning system, Window against GCI plotting, Ground Cigar, Airborne Cigar, Tinsel, Special Tinsel, Corona and Dartboard against ground-to-air communications, Ground Grocer and Window against airborne interception. A careful watch was kept on any attempt to avoid these measures and the RAF "Y" Service could be relied upon to give notice of any changes in frequency, especially of German ground-to-air communications. [page break] 67 Such was the effect of British countermeasures that during the early part of 1944, it was noticed that the frequencies the Luftwaffe early warning radars were gradual [sic] spreading from 120-130 Mcs to 70-200 Mcs, together with the use of RAF IFF transmissions for tracking main stream bomber aircraft. Moreover, the Benito system was adopted for the control of German fighter aircraft, in addition to the use of Standard Beam Approach type beams to assist fighter navigation. HF W/T running commentaries, together with VHF R/T on 31.2 Megacycles augmented the Luftwaffe fighter ground-to-air communications. The MF navigation radio beacons, which were normally used for assembly of the night fighters, were also being used to pass executive orders, together with W/T in the VHF band. Lastly, it became obvious that the airborne Lichtenstein B.C. on 490 Mcs, was gradually being phased out. Obviously, the attempt to enlarge the frequencies was to obviate the effect of Mandrel jamming. The Germans first increased them in 1943. Now there was evidence of an even greater expansion taking place in the 70-200 Mcs range, but as radar signals were rare outside 120-150 Mcs, there was insufficient evidence for definite action to be taken against them. Nevertheless, it was further proof that Mandrel was effective. At the same time it was discovered that the Luftwaffe was using radiations from RAF IFF sets for long-range tracking. The simplest method of meeting this new danger would have been to have turned the equipment off, but it was difficult to persuade crews to do this and drastic action had to be taken by sealing the switches and prohibiting use other than in an emergency, and this measure was much more successful. Benito, which worked on the reception and transmission of an audio tone by individual German fighters, was dealt with by modifying an ABC transmitter. A suitable modulator was successfully designed to produce an audio note as near to the Benito note as possible. It was unfortunate that W/T transmissions could not be jammed as easily as R/T. Nonetheless, a successful countermeasure, Drumstick, was devised which came into operation on 21-22 January 1944, within a week of the first use of W/T for passing instructions to fighter aircraft. Fortunately for the British, VHF R/T had a comparatively short life. By modifying three ABC transmitters, a jamming signal was produced which, although not covering 31.2 Mcs completely, did enough to convince the Luftwaffe that future developments in this direction were simply not worth while. The use of MF beacons for passing details of main force was first noticed on 22-23 April 1944. Fortunately, No 80 Wing had previously [page break] 68 experienced these transmissions and thus the countermeasure Fidget was available and used on 27-28 April 1944. Early in 1944 it was noticeable that RAF fighters were experiencing less success with their Serrate equipment and the Ground Grocer monitoring watch was finding less German AI activity in the 490 Mcs band. The Luftwaffe, it was ascertained later, had been using SN2 successfully since October 1943. This was confirmed when a Ju 88 landed in the United Kingdom on 12-13 July 1944, with its SN2 in working order. Window type MB, which had been devised for the D-Day landings, covering the range 70-200 Mcs, was used on operations on 23-24 July 1944 with good results. Although Window proved to be successful against the Wurzburgs, this only operated when RAF bombers were present in the required concentration and thus could not protect stragglers or the Pathfinders. Carpet was designed to fill the gap and jam the Wurzburgs electrically, in the frequency range 530-580 Mcs. Somewhat bizarrely, the extensive and complicated services required of TRE for the D-Day landings were only called upon by SHAEF, at the last possible moment. Great thought, however, was then given to the use of radio countermeasures prior to, and during, the actual landings. Bomber Command's participation involved: in conjunction with the Royal Navy, the simulation of two convoys approaching the French coast between Cap Gris Nez and Le Havre (operations Taxable and Glimmer). a Mandrel Barrage and Screen to jam German early warning radar in the assault area. ABC jamming to protect the forces engaged in Taxable and Glimmer and the airborne assault. Simulation of attacks by airborne forces carrying out operations Titanic 1, 2. and 4. The RCM plan on D-Day worked well and beyond expectations. It contributed to the tactical surprise achieved and was responsible for the delay in bringing forward some of the German strategic reserves. Operations Glimmer, which received some unexpected support from allied ABC patrols, deceived the Wehrmacht and convinced it that the actual assault would be made in the Pas de Calais area. [page break] 69 The Radio Countermeasures used on D-Day were thus not only highly successful but, after the event, provided Bomber Command with a number of new devices to incorporate into their nightly bomber raids. In future Mandrel screens could be employed covering the approach of main force, or in unnecessarily and deliberately alerting the German defences. During major operations with an active Mandrel Screen, the Luftwaffe's valuable early warning time would be reduced or would divert the Luftwaffe Controllers' attentions elsewhere, especially if used in conjunction with a small diversionary force, dropping Window. Another development stemming from the D-Day operations, was the Window diversion. A small number of aircraft dispensing Window, MB MC or any of the M series, could be made to appear several times larger than it really was, on the screens of the German air defence radar. Thus feint diversions could be mounted in support of bomber operations or RCM flights on their own could cause unnecessary German fighter activity and wastage of effort. Hitler unleashed the first of his Vengeance weapons on 13 June 1944, when the UK experienced the arrival on London of the first of thousands of the Luftwaffe's developed V1 flying bombs. The German Army's V2 rocket arrived later the same year in September. The Fuhrer had planned to unleash both flying bomb and rocket together, in greater numbers, and there is little doubt that had he succeeded in his aim and targeted the embarkation ports and landing beaches, the whole of the allied assault could have been placed in jeopardy. He was thwarted, however, by massive allied bombing and sabotage, which not only resulted in the late arrival of the weapons themselves, but also resulted in far fewer numbers of flying bombs and rockets being available. As soon as the flying bombs started to arrive, Duncan Sandys who had been placed in charge of Crossbow matters (flying bomb and rocket) by the prime minister, ordered No 100 Group to send two of their best Intruder Squadrons, Nos 85 and 157, equipped with the latest A.I mark X radar equipment, to assist in the defence of the United Kingdom. This was not a popular move and may well have weakened the support provided by No. 100 Group to the Bomber force generally. In September, after the arrival of the first rockets on London, Duncan Sandys was instrumental in having No 223 Squadron formed, in order to bolster No 100 Group's resources in [page break] 70 finding and jamming the V2 launching sites in and around the area of The Hague, in Holland. The Ju 88, which landed at Woodbridge on 12-13 July 1944, was also fitted with Flensburg. This was found to be a homing device working on the same frequency as Monica. From the aircraft's crew, details were obtained of Naxos, which was said to be a homer on to H2S. Subsequent trials found that Window type MB was completely effective against SN2, and that with Flensburg fitted, it was possible for a Luftwaffe fighter to home into the RAF bomber stream and then select an individual aircraft and complete the interception. It was now quite clear, therefore, that any radar transmission made from a British bomber aircraft whilst over the Continent was a potential source of danger to it, and the accompanying bomber stream. Precisely the fears that Bomber Command had expressed at the beginning of the war, when doubts were first raised about the use of radio and radar devices for navigation and bombing purposes. Monica was instituted as a tail-warning device and a safety measure, precisely to avoid such situations arising, but experiments proved that it did not provide the benefits expected of it. A typical bomber aircraft in 1944 could expect Monica to provide a large number of warnings of the presence of neighbouring RAF aircraft. Limiting the range of Monica could reduce this number, but in the absence of any device that would recognise friendly aircraft, it was found impossible to jam the Luftwaffe's SN2 down to such a range. It was then discovered that there was no significant loss between aircraft fitted with Monica and those without. Flensburg had shown the dangers to the bomber stream as a whole, and consequently it was decided to withdraw Monica, and partial restrictions on its use were applied first in mid-August and a complete ban followed a month later. H2S was an aid to navigation that provided an electronic view of the ground, on which the success or failure of an attack might depend. It was realised that any hint of possible danger arising from its use was likely to lead to the full value of H2S as a navigational and blind bombing aid being placed in jeopardy. Moreover, the whole of the RCM effort directed against the German early warning system could be rendered useless by a few H2S transmissions from individual aircraft [page break] 71 It was thus recommended that H2S should not be switched on until the bomber force was within 40 miles of German held territory and this was adopted in principle, the actual areas in which radar silence was to be observed being decided as part of the planning for each attack The high-powered apparatus developed by TRE for the airborne jamming of German ground-to-air communications was Jostle IV, and it was first used operationally in July 1944. It could jam on any frequency in the HF and VHF bands used by the Luftwaffe to control its fighter aircraft. For VHF jamming, it was possible to cover the whole of the Luftwaffe's frequency with a barrage, and this was normally done. Against the HF range of frequencies, it was necessary to spot jam those in use. These were monitored by the RAF "Y" service and at first, the relevant frequencies were passed to an appropriate aircraft carrying the specialist equipment and operator. Electrical jamming of the Luftwaffe AI, the Lichtenstein SN2, was carried out by Piperack. This device had been developed from the American jammer Dinah, and was fitted to the 100 Group Fortresses of No 214 and the Liberators of No 223 Squadrons. By September 1944, allied ground forces had occupied the greater part of France and Belgium, and with this advance Germany lost much of its elaborate and effective system of early warning, No other single event in the war was responsible for such a reduction in bomber losses. This occurred just at a time when the techniques of deploying the Mandrel Screen, an electronic wall in the sky, which could not be penetrated by German radar, and using Window as a spoof raid were being perfected. From this time onwards until the end of hostilities, these two RCM devices helped to reduce the German night defences to a state of near impotence, from which it never fully recovered. [page break] 72 Chapter Seven: No 100 Group and the formation of No 223 Squadron RAF Oulton in Norfolk had been a satellite airfield for Horsham St Faith and Swanton Morley, when it became the home of No 88 Squadron of No. 2 Group. This formation, however, was transferred out of Bomber Command, in the spring of 1943, to form the nucleus of the new tactical air force, which was going to be required to support the army on the Continent. Oulton was thus available when the decision was taken to base No.214 there, along with an embryo RCM US Army unit. By February 1943, No 214 Squadron had been moved to Chedburgh where it operated with Short Stirlings employed in the conventional bombing role. In January 1944, however, it was taken out of the Order of Battle in order to re-equip with the American Flying Fortress, prior to commencing bomber support operations. This conversion was carried out under the direction of Group Captain T.C. Dickens, who subsequently became the first station commander at Oulton under No 100 group's auspices. It was fortuitous that a number of fully trained Coastal Command crews had returned from the Bahamas to the United Kingdom earlier in 1944. The German V2 rockets started to arrive on London in September, but their existence was already well known in intelligence circles.50 Duncan Sandys, placed in charge by the Prime Minister, of the flying bomb and rocket defences of United Kingdom, decided that a search should be made for the rocket's launching sites and, if possible, to jam any controlling signals. In order to expedite this decision, No. 100 Group was immediately reinforced by an additional four-engined squadron, impetus being given to his decision by the recent withdrawal, from RAF Oulton, of the US Army Air Force's Liberators which, until then, had been employed in the RCM role, generously supporting but learning from RAF RCM operations. Consequently, No 223 Squadron was formed on 23 August 1944 and equipped with B24 Liberators, joining the flying fortresses of No 214 Squadron.51 This then was the radio war which Roy was about to join, although he still felt a sense of anti-climax after the inactivity and depressing atmosphere of Harrogate, as he and his crew made their way by rail to Norfolk, he still could not get used to the idea of Bomber Command. After all, most of his flying had been carried out below 2,000 [page break] 73 feet and now, for the first time, he was to operate to nearer 20,000 feet. He had brought with him from No 25 Course, 111 OTU, Flying Officer Christopher Spicer as co-pilot, Flying Officer Leon (Soapy) Hudson as navigator, Warrant Officer F.M Watson as wireless operator, Sergeant Jim Brown as flight engineer, Sergeant Ches. Weston as mid-upper gunner and Sergeant Sydney Pienaar, a South African serving in the RAF, as tail-gunner. This still left the nose and waist gun positions vacant and of course the all-important special wireless operators, who were to join the crew at a later, date. The Air Ministry, however, had not forgotten the additional gunnery positions. Even so, it was quite by chance that No 96 course was then completing ten weeks of intensive training at No 10 AGS, RAF Walney Island, near Barrow-in-Furness. Towards the end of the previous July, some sixty of the potential air gunners had found themselves on a train from London bound for the northwest. It was a dull, overcast afternoon and conversation was at low ebb, even though they were pleased to be leaving St John's Wood, and London, which six days after D-Day had been subjected to attack by the Luftwaffe's flying bomb, the V1. All had volunteered for the air force in good faith some two years, or so, before when the RAF had gratefully accepted their offer to train as pilots, navigators or air bombers. After a reception process at the same St. John's Wood, they had been sent to Initial Training Wings situated around the United Kingdom for ground training, which was excellent and included such subjects as meteorology, principles of flight, signals and above all, navigation. At the end of three months, they were examined in the core subjects and, if successful, were rewarded by an increase in pay from 3/- to 7/9 per diem, although remaining in the rank of AC2. At the end of this phase of their training, the potential pilots were sent to a number of Elementary Flying Training Schools in the United Kingdom, where they received about twelve hours of dual instruction on Tiger Moths, whilst being assessed on their flying ability. It was unfortunate for them, therefore, that just at this time in 1944, the Air Council faced with an appalling wastage of aircrew at various stages of flying training syllabus, decided to dispense with the PNB system and replace it with a more general approach to aircrew recruitment and training. By raising future entry standards, it was hoped to reduce the chronic losses then being experienced in the later stages of flying training at Elementary Flying Training and Service Flying [page break] 74 Training Schools, much of it taking place abroad, under the auspices of the Commonwealth Air Training Plan. Until 1944, such had been the demand for aircrew, generated by a number of expansionist plans for the air force as a whole, and the level of operational casualties, that such a measure had not been possible. But by now the Commonwealth Air training Scheme had been in operation for some years, and with fewer casualties than had been anticipated, the Royal Air Force could now safely embark on such a fundamental change. Unfortunately for those affected, the educational psychologists involved in the decision paid scant heed of the effect on those individuals who had already started their training, and especially those who had soloed at Grading School. Nevertheless, all in the flying training system in the United Kingdom had to return to London for reassessment, alongside the new applicants just joining the service for the first time from civilian life.52 And so the re-grading continued. Many former PNB aircrew, against their better judgement, wishes and inclinations, were thus invited to became [sic] flight engineers, wireless operators and air gunners. Those who declined had to accept employment in a ground trade, or transfer to the army, or even became a Bevin Boy. At a stroke the Air Council lost the benefit of several years of training of a thousand or so potential aircrew and, more importantly, the confidence of the Air Training Corps, and its cadets. These volunteers had willingly given many hours of their time in order to fly for the RAF, and who subsequently had gone on to pass their ITW examinations. But with a surplus of manpower, the Air Council could afford to embark on such a fundamental change. Hopefully this new policy led to a reduction in the wastage rate in the flying training programmes. Not long after the start of No 96 air gunnery course at Walney Island, the full implications of the decision to discard the PNB Scheme was felt by these particular cadets, and they made their feelings known in no uncertain manner. The Station Commander, Group Captain L.R.S. Freestone OBE, felt that he had to intervene and tactfully pointed out that once on an operational squadron it would be possible to re-muster as a pilot, as he himself had done as an observer employed on air gunner's duties in World War One. This seemed to mollify those most upset and the course continued. Fortunately for those concerned, the training at No 10 AGS was good, as were the instructors. The simulated attacks carried out by Miles Martinet aircraft, [page break] 75 which were filmed by the cine-gun cameras of the student air gunners, in the Avro Ansons, whilst flying over the Lake District, were especially realistic. After ten weeks of instruction and about twenty hours of flying time, a stringent trade test was held which most of the students passed, one of whom was commissioned. The next step was for the newly qualified air gunners to attend one of the Operational Training Units. Here individuals were formed into crews before undergoing operational training on more advanced types of aircraft. At the time, however, most of the OTUs in the United Kingdom were full with existing courses, and so could not take them, thus indefinite leave was granted. Hardly had the necessary papers been issued however, when a call was made for some thirty-eight volunteers to step forward, who were required to serve on a special squadron, which was being formed in a hurry. With the prospect of indefinite leave, and mindful of the treatment recently meted out to them by the Royal Air Force, no one volunteered. The response from the staff at No 10 AGS was the usual one, using the results of the recently held trade test as a guide, the first thirty-eight names were selected and arbitrarily posted to No 223 Squadron, 100 group, Bomber Command. Disappointment at the loss of leave was to some extent offset by the prospect of an immediate flying appointment, although they were unaware of the full implications of No. 100 Group's part in the radio war. The status of Sergeant Air Gunner with its comparatively low rate of pay of 8/4 per day compared with over 13/- for a Sergeant in the PNB group, however, still rankled. Such was the haste to form the new unit, however, that the very next day the thirty-eight volunteers found themselves on a train bound for East Anglia. It turned out to be an overnight journey and involved changing stations at Peterborough, from North to East. It thus came about that one fine early morning in September, at about 0800 hours, the train pulled into the small station at Aylsham, where the heavy kit was taken to Oulton by motor transport. The aircrew party, accompanied by a lone instructor from Walney Island, marched the two-three miles to the airfield and within an hour or two they had breakfasted, received a welcome from the efficient squadron adjutant, Flight Lieutenant B. James, and were being introduced to their new crews. Roy Hastie and crew, late of Coastal Command, had acquired the necessary additional, albeit reluctant, air gunners, Sergeant R. Jones, Sergeant R.C. Lawrence and Sergeant P. Lovatt. The missing Special Radio Operators were to arrive at a later date. [page break] 76 Gradually No 223 Squadron started to take shape, although a few days were to elapse before the first Liberators arrived at Oulton, with all bomb racks having been removed to make way for the new secret radio countermeasure equipment, including the powerful 600-lb. Jostle IV jammer. Whilst awaiting the arrival of their aircraft, the RAF pilots and other aircrew of the squadron were given checks on their respective roles in the Liberator by members of the 803rd Liberator Squadron from Cheddington, by now an experienced USAAF RCM unit, which had previously been based at Oulton.53 Shortly, local flying commenced enabling individual crews to get used to their newly issued flying clothing and to familiarise themselves with the Norfolk countryside. All crews were then required to undergo the standard tests conducted in the decompression chamber, thus showing the effects of lack of oxygen. This was followed by an air-to-ground firing exercise over the Wash. On 13 September 1944, the entire Squadron participated in a 'Bull's Eye' exercise, or simulated attack, on Bristol, from a height of 20,000 feet. The Liberators were unheated and thus crews were issued with much needed electrically heated flying clothing. At about this time a decision was taken to dismantle most of the nose turret, which was considered to be unnecessary at night. This created a surplus amongst the newly arrived air gunners and one air gunner had to leave Hastie's crew. Sergeant R. Jones offered to go and he was posted to No 214 Squadron at Oulton, joining the Flying Fortress crew of Flt. Lt. Allies.* The first German Army managed V2 Rocket landed in the United Kingdom on 8 September 1944.54 It was believed by British intelligence to be controlled by radio and No 100 Group was ordered to confirm this point and jam any appropriate signals found. And so it came about, that on 11 October 1944, Roy Hastie and crew augmented by two Special Operators, Pilot Officer. B.S. Beecroft and Pilot Officer E.P. Youngs found themselves in broad daylight, on their first operational patrol with No 100 * Unfortunately, a month or two later Flt. Lt. Allies was lost on operations with all his crew. Ironically, a Sergeant D. Brockhurst joined Hastie's crew a little later on a temporary basis for Window dropping and other duties, and completed some sixteen sorties before moving to another crew, that of Fg. Off. N. Ayres. Sadly, this aircraft was shot down on the night 20 – 21 March, when the only survivor was a Special Operator. [page break] 77 Group, over the sea in the vicinity of The Hague in Holland, searching for rocket launchings, with orders to jam any radio signals heard.* On their second patrol, carried out three days later, a V2 rocket was indeed sighted and a brief German radio signal heard. The Special Operators with the aid of Jostle 1V promptly jammed this. The signal was intended to cut off the rocket's motor when the exact required velocity had been reached.55 Sometimes they were provided with a RAF fighter escort, but more often than not this arrangement fell through and the patrol was conducted in daylight, without escort, and in sight of the enemy occupied coastline. When this occurred, they all felt very naked indeed. Roy Hastie and crew completed four of these Special Duty or Big Ben patrols before the German Army changed the method of guidance for the V2 Rocket, replacing the radio signal, which in effect cut-off the fuel supply, with a more effective system of integrating accelerometers.56 Subsequently the airborne patrols were withdrawn with effect from 24 October 1944.57 Nevertheless the experience was useful. The crew had been given an opportunity to become used to wearing an oxygen mask, the first time for many of them, and breathing oxygen at 20,000 feet. It also provided an occasion to work as a team in operational conditions and overcome some of the difficulties, which arose from microphones becoming frozen and the ever-present danger of frostbite. * At OuIton there were never enough special operators for an allocation to be made to individual crews. Consequently, they had to fly with a number of different aircraft captains and crews. Nevertheless, Messrs Beecroft and Youngs contrived to fly with Hastie more often than not. [page break] 78 Chapter Eight: RAF Bomber Support Operations – 1944 Their first night operation proper occurred two nights later, when 100 Group operated in considerable strength in support of a small number of Lancaster minelayers of No. 1 Group, which were active in the area off Heligoland. To give the impression of a large raid to the German defences, the Mandrel Screen was positioned over the North Sea and Group Intruder aircraft were active over Holland, Denmark and Western Germany. Hastie formed part of the Special Window Force, which contrived to represent a bomber stream penetrating the Mandrel Screen and then setting course for an attack on Denmark. As a consequence to all this activity, the Luftwaffe indeed appeared to have expected a major bomber raid and four of their nightfighter patrols were heard to be active in the area. Unfortunately for the RAF, one of the minelayers failed to return.58 The remainder of October was taken up with live gunnery training and air testing of aircraft. It was during this period that the Air Ministry took the decision that all commissioned officers on operational squadrons, who were captains of four-engined aircraft, should wherever possible be appointed to the acting rank of Flight Lieutenant. Flying Officer R.M. Hastie fell into this category and the crew was pleased at this increase in their skipper's status when his name appeared as a Flight Lieutenant on the order of battle; at the same time RAF Oulton decided that, for reasons of maintaining moral and where practicable, pilots should be allocated the same aircraft for operations. Hastie and crew ended up with Liberator D.620. Thus it was that as a Flight Lieutenant, that Hastie was briefed to fly to Homburg, on 1 November 1944, as part of the No. 100 Group's Special Window Force, well to the south and in support of a main force raid on Oberhausen. Some 288 aircraft took part in the attack from Nos. 3 and 8 Groups. Unfortunately for the RAF, cloud covered the target area and the bombing was insufficiently concentrated. Nevertheless, the six Short Stirling aircraft comprising the airborne Mandrel screen, which on this occasion was positioned over the Continent to the north and East of Brussels, the Spoof raid on Cologne by Mosquitoes and the Special Window Force to Homburg, all combined to reduce the number of aircraft lost that night to three Halifaxes and one Lancaster.59 [page break] 79 The night 4-5 November 1944 was however different. Two raids were planned, the heaviest of 749 aircraft was scheduled to attack Bochum, while 174 Lancasters were directed back to the Dortmund-Ems Canal. Hastie was detailed to participate in the Special Window Force, which was required to simulate a large bomber stream by Windowing from the occupied coastline, towards the Dortmund-Ems canal, and cover both bombing attacks. The two raids were successful, although the Bochum raid lost twenty-three Halifaxes and five Halifaxes. German nightfighters causing most of the casualties. It is, perhaps, significant to add that the Special Window Force operated in the vicinity of the aircraft attacking the Dortmund-Ems canal, which lost three Lancasters.60 Hastie and crew did not fly again until 18 November 1944, during which time the crew enjoyed a week's leave, granted every six weeks without fail in Bomber Command to all crews on operations, when main force was ordered to attack the oil plant at Wanne-Eickel. Some 285 Lancasters and 24 Mosquitoes were involved from Nos. 1 and 8 Groups. The Mandrel Screen was positioned, this time to the south and east of Brussels. Meanwhile the Special Window Force accompanied the main bomber force through the Screen as far as Leige, before breaking off in a south-easterly direction, flying towards Frankfurt and starting Window operations, thereby simulating a second large bomber force, ostensibly proceeding to attack Hannover. The ploy must have worked, for the total loss for the night was 1 Lancaster aircraft. On the return leg, however, the weather worsened and most of main force aircraft and those of Number 100 Group, had to be diverted to one of the fog free emergency landing fields still open; in this a [sic] case the airfield at Manston in Kent. Manston was unique in that, at night, its vertical searchlights could be seen from France, and its three parallel runways were permanently open to receive any Allied and German aircraft in distress. By the time Hastie arrived at the airfield at 2210 hours, the fog had arrived and so had most of the Lancasters of main force. It was a large station, but even so it was crowded, and in the dense fog the Liberator crew not only had difficulty in finding somewhere to park their aircraft, but later finding their way to operations. They returned to base from Manston with the arrival of the better weather on 20 November 1944.61 [page break] 80 The following night they were required again. Bomber Command put out a large force of 1,345 sorties in order to destroy the local railway yards at Aschaffenburg, where fifty bombs fell in the railway area, but somehow left the main lines untouched; to attack the oil refinery at Castrop-Rauxel, which was severely damaged; to bomb the synthetic oil at Sterkrade which remained untouched; and to breach the Mittelland Canal, the canal banks of which were successfully breached and the Dortmund-Ems Canal, where the aqueduct was breached again and the water drained out of the canal. The Mandrel Screen was positioned over Belgium, but curved away to the south just to the west of Aachen. Eleven aircraft of Number 100 Group commenced Windowing from 1840-1915 hours, in a south-easterly direction towards Karlsruhe, with Hastie's aircraft operating VHF Jostle from 1834-1932 hours. In spite of No. 100 Group's best efforts, losses that night amounted to fourteen aircraft, or one per cent of the total force.62 A week later, on 28 November 1944, Hastie formed part of a Window force covering three hundred and sixteen aircraft, mainly Halifaxes, bombing the Krupp's works at Essen and 153 Lancasters attacking Neuss. The seventy-five Mosquitoes sent to Nuremberg helped to swell the number of sorties for the night to 623. The Window was deposited on a broad front covering the bomber routes immediately prior to the emergence of the main stream from the Mandrel Screen. The ploy worked and the losses for the night were reduced to one aircraft or point two per cent.63 On the last night of the month, Hastie formed part of another Window force covering a mixed force of five hundred and seventy-six aircraft, comprising Halifaxes, Lancasters and Mosquitoes attacking Duisburg. Unfortunately for the RAF, the target was completely covered by cloud, which led to the bombing being poorly concentrated. Little damage was caused to industrial buildings, but some loss was caused to housing. No. 100 Group contributed eighty-eight aircraft, helping to restrict the number of aircraft lost to four, or nought point five per cent64 On 2 December 1944 a major raid was planned against Hagen, with five hundred and four aircraft made up from Nos.1, 4, 6 and 8 Groups. The raid had a serious impact on industrial production in the town. No. 100 Group's strong Mandrel Screen, comprising twelve Stirlings and three Halifaxes, covered the approach of main force and the Special Window Force. Hastie helped to provide protection to the bombers with Jostle IV, Carpet and Piperack, with one other similarly equipped aircraft, from a [page break] 81 position of two thousand feet over the top of main force, continually circling the target for the duration of the attack. The total effort for the night amounted to 686 sorties, the Window spoof by 100 Group helping to restrict losses to four aircraft or nought point six per cent.65 Karlsruhe was selected for attack on the night 4 December 1944 with five hundred and thirty-five aircraft. The marking and bombing of the target were accurate and severe damage was caused to the city, especially to the important Durlacher machine-tool factory. Again Hastie was detailed, along with one other crew from the Squadron, to share the task of protecting main force, by encircling the target for the duration of the attack, normally each crew operating Jostle 1V [sic], Carpet and Piperack for fifteen minutes, or so, apiece. One Lancaster and one Mosquito were lost from this raid.66 Next, on 6 December 1944, Hastie was selected to provide similar protection to a force attacking the important synthetic oil-plant at Leuna, near Merseburg, in Eastern Germany, reputed to be protected by three hundred light flak guns and three hundred heavy ones. In the event, an hour or so into the flight, an oxygen leak developed which threatened the safety of the whole crew, as there simply would not have been enough oxygen left in the system for the mission to be completed safely. Reluctantly, they were forced to return to base. This incident, however, was examined very thoroughly the next day at Oulton, which included taking one of the ground engineers on an air test to 20,000 feet, but no leak was ever found. Six days later Roy was on the order of battle again, this time to support a heavy raid with 540 aircraft on the Krupp's works at Essen. The raid was unusually accurate and was accompanied by a forty-nine strong Mosquito diversion attack against Osnabruck. The Window Force was successful, in that it was mistaken for the main raid; strong No. 100 Group support, included forty-three RCM sorties and an equal number of Mosquito patrols. Out of the total of six hundred and seventy-five sorties that night, six aircraft were lost or nought point nine per cent of the entire force.67 Hastie was next briefed to protect main force over Ludwigshafen, the target selected to be attacked on 15 December 1944. It was hoped to bomb two important I.G. Farben chemical factories with three hundred and twenty-seven Lancasters and fourteen Mosquitoes from Nos. 6, 8 Groups. The marking was accurate and the raid [page break] 82 highly successful, although two aircraft were lost, representing a loss rate of nought point four per cent. Two nights later, Hastie was back with the Special Window Force supporting a raid on the old city of Ulm, the home of the large Maginius-Deutz and Kassbohrer lorry factories and other industries. Three hundred and seventeen Lancasters were involved, together with thirteen Mosquitoes from 1 and 8 Groups. This was Bomber Command's first and only raid on the city and it was completely successful. From 23,000 feet Hastie, dropped Window from 1845 – 2018 hours and Messrs Beecroft and Youngs operated VHF Jostle and Piperack from 1836 – 2030 hours, Carpet transmissions occurring between 1841 – 2100 hours. Two other attacks occurred that night, Duisburg was bombed by five hundred and twenty-three aircraft and Munich with two hundred and eighty Lancasters. Both targets were hit hard. No 100 Group's spoof raids by Mosquitoes, Window force and diversions helped to reduce losses to fourteen aircraft, or one point one per cent of the total force operating that night.68 On the 21 December 1944, two hundred and seven Lancasters attacked the synthetic-oil refinery at Politz, near Stettin. One hundred and thirty-six aircraft, Lancasters, Halifaxes and Mosquitoes from 4, 6, and 8 Groups attacked the Cologne/Nippes marshalling yards, which were being used to support the German Ardennes offensive, whilst ninety-seven Lancasters and seventeen Mosquitoes attacked railway targets in the Bonn area. Other diversions took place, along with a large Window force, which operated in the Ruhr area, in an attempt to draw fighters away from the last two mentioned bombing forces, which suffered no losses. Hastie participated in the Window spoof, dropping Window from 1741 – 1849 hours, whilst Messrs Beecroft and Youngs operated VHF Jostle from 1800 – 1923 hours, Carpet 1805 – 1917 hours, intermittently jamming nine frequencies, with Piperack in use from 1800 – 1925 hours. Unfortunately, on the return to Oulton, the weather was poor and Hastie was diverted to Banff in Scotland, a long, long way away for a crew to fly returning from a five-hour trip to the Ruhr. Banff was a Coastal Command Mosquito Strike station, commanded by Max Aitken, the son of Lord Beaverbrook.69 Any thoughts of having a quiet Christmas were soon dispelled, when Roy was placed on the Order of Battle for the night 24 December 1944. One hundred Lancasters were detailed to carry out an accurate attack against the Hangelar/Bonn airfield and ninety-seven Lancasters were ordered to bomb, with the aid of Oboe, the [page break] 83 Cologne/Nippes railway yards. A Mandrel screen was in operation that night with an extremely elaborate double Window Spoof, Hastie participating in the one towards Mannheim, dropping Window from 1742 – 1855 hours. Messrs Beecroft and Youngs operated VHF Jostle from 1753 – 1906 hours, Carpet from 1810 – 1853, jamming two frequencies; Piperack being operated from 1753 – 1906 hours. In spite of the feint attacks and a number of No. 100 Group high and low Mosquito intruders, six Lancasters were lost from the night's operations, one being lost from the airfield attack.70 This sortie brought to an end Hastie's operations for 1944. Armchair critics now believed the German Air Force was beaten, but just how accurate this assessment was will be seen from the reactions of the German night fighters to continuing attacks by Bomber Command in the New Year, 1945. [page break] 84 Chapter Nine: Bomber Support Operations – 1945 Hannover was the target selected for the night 5 January 1945. Two separate bombing raids were made, with a total of six hundred and sixty-four aircraft drawn from Nos. 1, 4, 6, and 8 Groups. Hastie, with one other aircraft from the squadron, was selected to provide support over the target for the duration of the attack. Hastie's Jostle operated from 1820 – 1940, jamming six frequencies, whilst orbiting over the target from 1925 – 1933 hours; Piperack was operated from 1820 – 2052 hours. Houffalize, the bottleneck in the German supply system during Hitler's offensive in the Ardennes, was also bombed with great accuracy. In spite of the RCM operations and a number of diversions, thirty-seven aircraft were lost or three point seven per cent of the force. Hastie next operated on the night 7 January 1945, when six hundred and forty-five Lancasters and nine Mosquitoes successfully carried out two attacks against Munich. Hastie formed part of the Window force, which accompanied the second attack, after the stream turned north-east to cross the Rhine in the direction of Stuttgart, before it turned Southeast to the target just short of Stuttgart. The Window force then continued on towards Nurnberg. Interestingly enough, a Mandrel screen was positioned over France, short of Metz, but not used by main force, in an attempt to double bluff the German night fighter controllers. In spite of the addition of a considerable number of separate Mosquito operations, eleven Lancasters were still lost that night due to the efficiency of the German night fighters and their radar organisation; so much for the view of the armchair strategists.71 Exactly a week later, on the night 14 January 1945, Roy Hastie was detailed to form part of a strong Window force to Mannheim, covering a two-phase five hundred and seventy-three Lancaster attack on the synthetic oil plant at Leuna, a one hundred and fifty-one aircraft attack on the railway yards at Grevenbroich and one hundred and fifteen aircraft attack on the Luftwaffe fuel storage depot at Dulmen. Maximum use was made of the Mandrel screen positioned over Belgium and France, and Hastie accompanied the first phase of main force through the screen towards Frankfurt and Leuna, when the Window force peeled off towards Mannheim. Window was dropped from 1903 – 1950 hours, VHF Jostle and Carpet being operated from 1905 – 2103 hours. Severe damage was caused to the synthetic oil plant at Leuna and out of a total [page break] 85 of one thousand and two hundred and fourteen sorties for the night, seventeen aircraft, or one point four per cent, were lost through German action.72 Two nights later, on 16 January 1945, Bomber Command attacked Magdeburg in strength, together with the synthetic oil plants at Zeitz and Brux and the benzol plant at Wanne-Eickel. This time two Mandrel screens was [sic] positioned, one over the North |Sea [sic] and the other over France and Belgium. The Window Force accompanied the Magdeburg raid, but somewhat unusually, separated from the main bombing stream before entering the Mandrel screen in an attempt to mislead the German controllers into thinking that an attack was about to take place on Kiel or Hamburg. Hastie dropped Window from 1951 – 2110 hours, and VHF Jostle was operated from 2013 – 2215 hours. Carpet jamming occurred from 2020 – 2130 on three frequencies, whilst Piperack was operated from 2014 – 2205 hours. The German controller was not to be deceived so easily, however. Out of a total of one thousand and two hundred and thirty-eight sorties that night, thirty aircraft, or two point four per cent of the force, were lost.73 Six days later Hastie and crew were briefed on 22 January 1945 for a Window raid supporting main force attacks on Duisburg and Gelsenkirchen. One hour into the flight, however, just off Dungeness, smoke fumes started to enter the aircraft. Fortunately for the crew, the smoke started to dissipate after the propeller of number two engine was feathered. In the circumstances the crew, reluctantly, decided to return to base. Better fortune attended them on 28 January 1945, when Roy was briefed to provide VHF Jostle support over the target, Stuttgart. Six hundred and two aircraft were involved from Nos.1, 4, 6, and 8 Groups. The raid was in two parts, with a three-hour interval between them. The target area was mostly cloud-covered and sky marking had to be used, the bombing was consequently scattered. Hastie's VHF Jostle was switched on at 1940 – 2135 hours with Messrs Beecroft and Youngs at the controls, and five German frequencies were jammed with Carpet in operation between 1940 – 2055 hours; Piperack was operated from 1940 – 2135 hours. In spite of this support and a host of minor operations and spoofs, twelve aircraft were lost or one point six per cent of the force.74 [page break] 86 On the first day of the new month, February 1945, Hastie was briefed to provide VHF Jostle support for the two hundred and eleven Lancasters scheduled to attack Siegen. Other targets for the night included Ludwigshafen and Mainz. Conditions were difficult and most bombing was carried out with the aid of sky markers. Messrs Beecroft and Youngs operated VHF Jostle between 1840 – 2030 hours and jammed four German frequencies with Carpet from 1840 – 950 [sic] . Piperack was used from 1910 – 1916 hours. Out of a total of one thousand and two and seventy-three sorties that night, ten aircraft or nought point eight per cent were lost.75 The very next night, Hastie participated in a Window patrol to Mannheim in support of a heavy attack against three targets, Weisbaden, Waune-Eickel and Karlsruhe, involving well over one thousand aircraft. The Window force penetrated the Window screen, positioned from Holland through Belgium to France, along with Weisbaden force but, shortly after entering Germany, flew south-east towards Mannheim. Window was dropped from 2316 – 0004 hours, whilst VHF Jostle was operated from 2306 – 0001 hours. Carpet was used to jam three German frequencies between 2325 – 2355 and Piperack was used from 2306 – 0001 hours. In addition there were forty-three Mosquito operations to Magdeburg, and twenty to Mannheim. The night's operations involved fifty-four RCM sorties and forty-four Mosquito intruder patrols. Out of one thousand and two hundred and fifty-two sorties, twenty-one aircraft were lost or one point seven per cent lost.76 Dresden and Bohlen were the targets selected to be attacked on the night 13-14 February 1945, with over a thousand aircraft. Dresden was attacked in two phases, separated by a period of three hours. Hastie formed part of the second phase of the main stream, the Window force leaving the Mandrel screen independently and making for Koblenz and Bonn, dropping Window from 0002 – 0028 hours and employing Piperack from 0005 – 0055 hours and Carpet from 0006 – 0044 hours. One thousand and four hundred and six sorties were mounted that night, out of which nine aircraft were lost at a rate of nought point six per cent77 The next night Hastie and crew were detailed for a Window patrol to Wiesbaden, in support of a heavy attack on Chemnitz and a smaller one on the oil refinery at Rositz. Hastie dropped Window from 2242 – 2336 hours, and the Special Operators jammed five frequencies with Carpet and used Piperack from 2250 – 0011 hours. Extensive diversions, minelaying and intruder patrols took place but out of one [page break] 87 thousand three hundred and sixteen sorties, twenty-three aircraft were lost or one point seven per cent.78 VHF Jostle support was called for on the night 20 February 1945 when over a thousand aircraft were ordered to attack Dortmund, Dusseldorf, Monheim and the Mittelland Canal. Two Window forces were involved, Roy and his crew being selected to provide protection for the attack on the canal near Gravenhorst. The Mandrel screen was positioned just short of the German border, in Holland. Belgium and France. Hastie shared the same track for a time as the Monheim force, but continued north-eastwards, turning to the West just South of Munster. The Master Bomber, however, abandoned the attack on the canal because of bad weather. Fortunately for the RAF, no aircraft were lost. The Commander-in-Chief, Air Chief Marshal Sir Arthur Harris, was unhappy at this turn of events and sent out a similar force the next night with orders to finish the job. Aircraft were thus sent to Duisburg, Worms and the Mittelland Canal. Hastie's VHF Jostle was operated from 1952 – 2056 hours and Piperack from 1952 – 2118 hours. The Special Operators jammed eleven frequencies with Carpet being switched on from 1954 – 2056 hours. The attack was successful and the canal was well and truly breached. Unfortunately for the RAF, thirty-four aircraft were lost or three point one per cent of the force.79 Hastie was next detailed to fly a Window mission in support of a three hundred and sixty-seven Lancaster attack on Pforzheim and minor Mosquito raids on Frankfurt, Darmstadt and Worms. Two Mandrel screens were positioned over Holland short of the German border and two Window forces emerged flying towards Neuss. Hastie's trip was uneventful until on the return journey they were intercepted by a Bf 110 night-fighter. It had been vectored to the general area by German GCI radar and then used its own airborne set to come up under the starboard wing of the Liberator, completely unseen by Syd. Piennar the rear gunner, or Chas. Weston the mid-upper. From the starboard waist position, Bob Lawrence reported to Hastie that the German aircraft was so close he doubted that he could open fire, adding that he could almost read the instruments on the night fighter's control panel. Instead of corkscrewing to starboard, the normal procedure in such circumstances, Hastie chose to sideslip the Liberator to port, with everyone keeping a watchful eye open. But the German pilot, who was probably inexperienced, had had enough. Realising that he had been spotted, he dived away to starboard and flew off as quickly as possible, thus [page break] 88 avoiding the fire power of six point five inch Browning machine guns and so living to fight another day, On the last day of the month, 28 February 1945, Hastie and crew were briefed to carry out a No.100 Group Window patrol to Frieburg, Lake Constance. Without any main force participation that night, this was a test to keep the German defences on their toes. Window was dropped from 2238 – 2347 hours, HF Jostle was operated from 2323 – 2345 hours, six frequencies were jammed with the aid Carpet and Piperack was switched on from 2245 – 2345 hours. No German night fighters were encountered however.80 The Bergkamen synthetic-oil refinery at Kamen was severely damaged by two hundred and thirty-four Halifaxes and Lancasters of No. 4 and 8 Groups, on the night 3 March 1945. In addition, the Ladbergen aqueduct over the Dortmund-Ems Canal was successfully attacked and a large number of support and minor operations mounted. A total of eight aircraft were lost over Germany from these operations. From a common Mandrel screen over Belgium and France, two separate Window patrols were ordered to commence dropping Window after leaving the screen, but before arriving at the German border, Hastie was briefed to fly the patrol in support of the Kamen attack. Unusually, he was not flying in 'D' Dog, his usual aircraft, but K 343, one of the slowest aircraft on the squadron. Window was dropped from 2120 – 2216 hours, and two frequencies were jammed with the aid of Carpet from 2140 – 2228 hours; Piperack being in operation from 2120 – 2245 hours. Returning to the United Kingdom via Dungeness, Soapy Hudson, the navigator, proposed that in view of the aircraft's slow speed, Reading, the normal turning point for returning Bomber Command aircraft, should be missed out and instead, and a direct course from the Kent coast, set for Oulton. After some discussion, the suggestion was agreed, and, strictly against orders, a direct course was set for Norfolk, taking the aircraft over the heavily defended gun area of the Thames estuary. With IFF switched on and flying just above the normal height set for barrage balloons, the Liberator negotiated the Thames area and in due course approached within R/T range of the airfield. Calling up for landing instructions, Chris Spicer, the co-pilot, was amazed to receive turn number one to land. This was the first and only time they were to receive such an instruction. As the aircraft, with its undercarriage lowered, approached the runway to land, all the airfield lighting suddenly went out and one word passed over the R/T – [page break] 89 Bandits.81 The Luftwaffe had mounted their long-planned Operation Gisella and had sent some two-hundred night-fighter aircraft to mingle with, and follow the bomber aircraft back to their bases. The move took the RAF by surprise and the Luftwaffe was able to shoot down twenty RAF aircraft, including one Fortress of No. 214 Squadron, over Oulton. Hastie and crew could only watch the events as they unfurled from the ground, and wonder what had made them choose to fly home on this occasion via the Thames estuary, thus enabling them to return to base early and so escape the attentions of the German intruders.82 Four days later they were briefed to fly a Window patrol to Munster, in support of a raid on Dessau, in Eastern Germany, comprising five hundred and twenty-six Lancasters of Nos. 1, 3, 6 and 8 Groups. Other targets attacked that night included the oil refineries at Hemmingstedt and Harburg. In spite of a Mandrel screen positioned just to the West of Cologne and a double Window feint to the north, which involved dropping Window from 2010 – 2108 hours, HF Jostle being operated from 2010 – 2107 hours, and nine frequencies being jammed by the Carpet and Piperack being used, eighteen Lancasters were lost, or three point four per cent.83 Oil was still the target on 13 March 1945, when one hundred and ninety-five Lancasters and thirty-two Mosquitoes of Nos 1 and 8 Groups attacked the Benzol plants at Herne and Gelsenkirchen. Extensive Window support was provided; Hastie dropped Window from 2004 – 2101 hours and jammed eight frequencies with Carpet and operated Piperack from 2015 – 2100 hours. The Gelsenkirchen attack was successful, although one Lancaster was lost.84 They did not fly again until 23 March 1945 when a Window patrol was ordered in support of a one hundred and ninety-five Lancaster attack on Wesel. Hastie dropped Window dropped [sic] from 2200 – 2225 hours and twelve frequencies were jammed with the aid of Carpet from 2227 – 2322 hours and Piperack was operated from 2206 – 2243 hours. No aircraft were lost.85 April was to prove the last month of the war for Hastie and crew. They carried out a successful Window patrol to Hamburg on 2 April 1945 and again on the night 8 April 1945 when four hundred and forty aircraft attacked the city's shipyards. Jostle support was provided to aircraft attacking the target, with VHF Jostle being operated from 2151 – 2243 hours; Carpet jammed seven frequencies between 2151 – 2243 [page break] 90 hours and Piperack was in use from 2151 – 2243 hours. Three Lancasters were lost. Coming home, however, the German flak around Hamburg was extremely accurate at 22,000 feet and hit Hastie's aircraft, severely damaging No 2 engine, the propeller of which had to be feathered. As this engine drove the pump transferring fuel from the tanks to all the engines, Roy Hastie realised the amount of fuel available for the return flight would be very limited. A debate was held whether or not to divert to a diversion airfield, Juvancourt in France, but this former German night fighter station was not exactly known for its standard of comfort and hospitality. In the end it was decided to try and make for base in the United Kingdom. Throwing as many of the guns, and as much ammunition overboard, as practicable and conserving fuel by using the leanest of mixtures, Hastie brought the aircraft back to Oulton, only to be diverted because of poor weather conditions. Despite protestation, they were sent to Barford St John, in Oxfordshire. This was not far away to be sure, but the extra journey certainly added to Roy Hastie's problems. Barford was a Mosquito training station and the Liberator arrived overhead with not a single light showing below. Firing a red Very cartridge or two provoked some reaction, and the airfield lights were switched on enabling Roy to land on the unfamiliar runway. As the aircraft taxied in to the nearest dispersal, the three working engines cut out, their fuel exhausted. The Liberator, G for George, never flew again. The crew returned to Oulton the following day. Hastie and crew returned to Barford in Liberator D 523 on 12 April, to retrieve aircraft and signals parts from the carcass of G-George. On leaving Roy could not resist putting on a low flying exhibition for the benefit of the Mosquito pilots, before setting course for Oulton. Some days later, a stinging signal came from the station commander at Barford, asking for disciplinary action to be taken against the Liberator pilot for low flying without authority. Roy and Soapy Hudson had to think hard about altimeter settings, which they offered in defence. Fortunately, nothing further was heard about the matter. On the 13 April Hastie was detailed to provide Window support for a raid against Kiel, when Window, Carpet and Piperack were all used to good effect. Their last trip of the war occurred on the night 15 April 1945, which was to provide a Window feint against Augsburg. Both occasions went well, the crew completing their final trip thankfully and with renewed respect for their skipper, Flight Lieutenant R.M. Hastie. [page break] 91 Chapter Ten: 1945 and The Post War Years Victory in Europe Day came and went and Roy, still on leave, began to get a little apprehensive, his release was still some way off and he wanted to fly right up to the last possible moment. In fact it was to be all of three months before he was airborne again, and even then it took a couple of letters to the C.O. of No 223 Squadron, Wg. Cdr. H.H. Burnell AFC, to get him a posting which turned out to be No 1688 Battle Defence Training Flight at Feltwell in Norfolk*. Of course, B.D.T.F. did not mean much to Roy, he was too pleased at the thought of a flying appointment to be much concerned about the meaning of the unit's title. The penny soon dropped, however, as he walked up the road towards the strange airfield and saw a number of parked Hurricanes and Spitfires. Fighter Affiliation, as it was then called, involved flying fighter aircraft and improving the tactical knowledge and skill of the pilots and crews involved. In spite of the thought of more unwanted leave, this was definitely not a job for Roy and he promptly requested a posting, suggesting Transport Command. Meanwhile he was expected to earn his keep at Feltwell and his first task was to fly an Airspeed Oxford to Croydon and back. Two days later he went solo in the unit Proctor and the day after in a Hurricane fighter. His first flight in a Spitfire came on 3 August and although he enjoyed flying all three aircraft very much indeed, he could not enthuse over the unit's general role. Fortunately, a posting soon materialised to No 1332 Heavy Conversion Unit, Riccal, near Selby, York where he was to instruct pilots converting on to the Liberator, which was now being used more extensively in the transport role than hitherto. He was so pleased with the idea that he asked for his release, set for September, to be deferred for a further six months at least. This was agreed. By this time however peacetime rules and regulations were beginning to be reintroduced and insisted upon and thus, albeit a little surprised, he readily agreed to undergo a formal course of training which would turn him officially into a fully qualified peace-time *Unfortunately, Wg. Cdr. H.H. Burnell DSO AFC was killed in a flying accident in Italy in November 1945, testing a Lancaster used to bring British prisoners of war home to the United kingdom. He is buried in Caserta War Cemetery, Grave viii. D,7. [page break] 92 flying instructor. He never did complete that course of instruction at Cranwell and the Bahamas tour was ignored. He was sent to No 7 Flying Instructor's School, Lulsgate Bottom, which is now Bristol Airport, where six week later he was awarded the all-essential piece of paper which officially turned him into a fully-fledged flying instructor. Towards the end of the course a telegram from No. 223 Squadron was sent to his home in Glasgow, informing him that he had been awarded the Distinguished Flying Cross. A little later a note arrived from Air Vice Marshal Addison congratulating him on his award. No wonder Roy enjoyed himself hugely at Lulsgate Bottom; he retained his coveted above average rating as a pilot, but was only graded average as an instructor. The Chief Flying Instructor had told him at the end of the course at Bristol: [italics] that as an Instructor he could with advantage take life and work a little more seriously. [/italics] Whilst at Lulsgate, the Heavy Conversion Unit had moved to Dishforth where Roy rejoined them, only to find a few days later that he was required to attend yet another course. This time it was to Prestwick to fly the radar range and to learn the talk-down procedures then employed by Transport Command. He returned to Dishforth in December and until the time came for his release from the service in March 1946, he put his heart into converting a number of pilots and crews on to the Liberator. His last recorded trip from Dishforth was to deliver a brand new shiny aluminium aircraft to the Maintenance Unit at Lichfield, in Staffordshire, and the scrap heap. Towards the end of March, Roy returned to Glasgow complete with his 'demob.' Suit and the small house he and Isa had purchased the previous January. He promptly set about to get this into shape, their first real home since their marriage three years ago. It was fortunate that he had remained on good terms with his former employers, Anderson Brothers, throughout the war, and thus there was little difficulty when he intimated that he hoped to return to work in a few weeks time. The business had been started in the previous century and was still being run as a family concern by three brothers. They were the main agents for Rootes Ltd, Scotland, having been the very first agents for Humber cars ever to be appointed, having started off with bicycles. To Roy the motor trade looked fair to expand after years of wartime austerity, but he was still in two minds about returning to it, flying still having a very strong [page break] 93 attraction. Perhaps Isa had the final word, or maybe it was his age. Whatever the reason, the motor trade won but he managed to keep his hand in the flying game by joining No 11 Reserve Flying School at Perth in 1947. He continued as an active member until the flying side of the RAFVR was drastically curtailed in 1952. This arrangement enabled him to fly Tiger Moth aircraft for three years until the Chipmunk, then considered to be quite an advanced trainer replaced these. He took pleasure in flying in an open cockpit again, well wrapped up in a Sidcot flying suit, especially on a nice day. The spirit among the volunteer reserve pilots was good, all were very experienced wartime fliers and the sense of well being which pervaded the crew room was fully shared with their instructors. One weekend he was sick after completing compulsory aerobatics, which he was never really keen on, much preferring larger aircraft. On another occasion he was in a Tiger Moth over the sea on his way to Donibristle when he was caught in fog. It was too late to attempt a forced landing, so he decided to fly up through it and this can be a disconcerting experience, especially without a full flying instrument panel. On his return he was firmly told that the Tiger Moth should not be taken into cloud. Reading the motor trade journals one day, Maurice Anderson and Roy decided that they would like to have a go at the Monte Carlo Rally, which was then due to restart in 1948. In the event, it was postponed for a further year and their entry was accepted for the following January. At the time new cars were hard to come by and thus they were extremely fortunate to acquire a brand new Hillman Minx. The rally today, is of course, entirely different but in those days competitors entered for the fun and interest, never perhaps believing that they stood a chance of winning – but always hoping. The car was duly prepared in their own workshops for a round journey of nearly 5,000 miles, 2,000 of which would be hard rally driving over three days and nights. Upon completion of these preparations, the Hillman was found to be four hundredweight heavier than its usual kerbside weight and this was to ask a lot of the 1300cc side valve engine. Of course, there was little one was allowed to alter to the actual design of the engine and car and all extras and spares had to be carried, such as an additional road wheel, tyre and chains. No change of tyres was permitted [page break] [Post Office crest] POST OFFICE TELEGRAM [postmark] 905 3.56 NC/T OHMS 25 F/LT HASTIE 245 GLADSMUIR ROAD GLASGOW SW 2 = CONGRATULATIONS FROM THE SQUADRON AND MYSELF ON YOUR AWARD OF THE DISTINGUISHED FLYING CROSS = OC NO 233 SQUADRON 245 SW 2 223 NC/T OHMS ++ [inserted] [underlined] By hand [/underlined] [underlined] 25.v.45 [/underlined] Dear Hastie Congratulations on your award of the D.F.C. Yours Sincerely. M Addison A.V.M. F/LT. R.M. Hastie DFC [/inserted] [page break] 94 On this the first of the post-war rallies, there were seven starting points on the Continent ranging from Oslo in the north and included such diverse places as Stockholm, The Hague, Prague, Florence, Lisbon and even Monte Carlo itself. Most of the United Kingdom competitors elected to start from Glasgow, where they easily the largest contingent with over one hundred entries. The entire British entry nearly came to grief when they were delayed at Boulogne because of poor unloading facilities but, having overcome this particular obstacle, they were then faced with a route which was to take them through Luxembourg, Venlo, Amsterdam, Brussels, Rheims, Paris, Lyon, and Digne to Monte Carlo which, in spite of all the odds, they reached on time. This was essential if they were to enter any further and local competitions associated with the rally itself. Maurice and Roy had their eyes on the 'Road Safety and Comfort Competition' in which they carried off first prize in class 2. Indeed, they proceeded to win it for the following five years. 1950 was to be an unlucky year for the British entry, as again they elected mainly to start from Glasgow. Heavy snow was falling as they left Nevers and not long after, they all came unstuck on a hill where the first cars had failed to make the gradient. Consequently, those following on just piled up behind. Eventually, however, they got clear and driving as quickly as possible as the snow and ice conditions permitted arrived in Monte Carlo with some minutes to spare. They were placed in 39th position overall. The following year they damaged their car for the first and last time in all of the six competitions in which they entered. It happened around 0200 hours on the third day when they hit another British competitor, on rounding a sharp bend in the mountains, who was trying to extricate himself from a ditch. To be fair, the snow and ice conditions were making driving difficult for both parties concerned. In 1954 they won their class and were also the overall winners, even surpassing Mike Couper in his Rolls Royce. Three years earlier, in 1951, Roy had elected to complete a week of his annual flying training with the RAFVR with Transair Ltd, flying from Croydon hauling freight with Avro Anson aircraft. The main outward bound cargo invariably seemed to consist of newspapers destined for Paris, Brussels and Jersey with a take-off time around midnight. Return trips were frequently eventful depending on the load. On one [page break] 95 occasion, so many carpets were brought back from Lille that pilot and co-pilot had to clamber into the aircraft through the cockpit windows. Another time they brought back sausages from Jersey which were still rarities in those days, rationing not ending until 1953. Roy finished the week by taking a trip to Paris just before midnight, returning to Croydon by 0500 hours the following morning. He then grabbed a quick two hours sleep and following a snatched breakfast drove 500 miles to Perth non-stop. He flew with the RAFVR for the last time on 23 May 1952, at the end of his annual training. Roy Hastie continued to work at Andersons until reaching normal retirement age, when he fully intended to find some sort of work just to keep busy. But after retirement he found himself sufficiently occupied around the house doing odd jobs, playing an occasional round of golf and attending a Coastal Command re-union or two at RAF Northwood. He disliked intensely the thought of growing old, made worse by increasing deafness brought on, no doubt, by excessive noise sustained in the days before ear defenders were worn, when not so much care was taken of individuals' hearing, especially the hearing of aviators. He need not have worried, for two years after retirement he died on 1 December 1979, while playing a round of golf on a course near his home. It is perhaps fitting that the last words should come from the Minister at Mount Florida Church, which he and Isa had attended for so much of their lives. [underlined] Tribute to Roy Hastie DFC AE RAFVR [/underlined] Mr Roy Hastie died suddenly on 1 December 1979. At the funeral service, Mr Neilson paid the following tribute to his life and work:’ Roy Hastie was a man who stood out among other men – and was recognised and respected for it. He combined a quiet dignity with a vital sense of fun and love of laughter. It is appropriate that the last memories of those who knew him best are the fun of his last hours. Roy was a man with a very large spirit. His war record with the RAF reveals the courage of the man, a quality that won him many decorations, among them the highly prized Distinguished Flying Cross. His adventurous spirit led him into driving in the Monte Carlo rallies and once again his efforts were crowned with success. Throughout his life he never lost his love of flying, or driving, and entered into the sportsman's life with typical zest. He was a deeply committed Christian, [page break] 96 whose devotion to the Church of Christ led him to give over thirty years' service on the Board of Management of Mount Florida Church and forty-two service in the choir where, he said, he spent some of the happiest days of his life. Of course it was in his own home that he gave and received so much that made him the man he was, and it is there that his fun-loving personality and his ever-ready practicality will be much missed. It is hard to grasp that such a full life has been stopped short. And yet the hope of Christ is that the fullest life is yet to be. For the Christian death is not the full stop at the end of the sentence of life, merely the comma where there is a moment's silence before beginning again. While we feel the full effect of that silence, we hear the words of Jesus saying: [italics] I am the Resurrection and the Life whoever believes in me, though he die, yet shall he live and whoever lives and believes in me shall never die.' [/italics] [page break] 97 Appendix One: Glossary ABC – Airborne Cigar. This was British equipment, which countered German VHF transmissions in the 38-42 Mcs band. ADI (Sc) – Assistant Director of Intelligence (Science). AI – Air interception by means of radar carried in fighter aircraft. ASV – Air to Surface Vessel. Coastal Command search radar. AVM – Air Vice Marshal. Benito – German navigation and bombing beam system in which range is determined by measuring the change in the modulation phase of the returning signal. Carpet – British airborne jammer used against German Wurzburgs. CH – Chain Home. Original UK Early Warning radar operating between 15 and 27 Mcs. CHL – Chain Home Low. UK search radar operating on 200 Mcs. Corona – A British measure designed to disrupt German R/T night-fighter control links, usually in the 2.5-6 Mcs band. Crossbow – A committee set up by the prime minister, Winston Churchill, in April 1943, under Duncan Sandys to evaluate intelligence of German preparations for rocket attacks against the United Kingdom, and make proposals for countermeasures. Dartboard – British ground measure designed to disrupt German GCI control channels, first used operationally on 6-7 December 1943. Dina – US airborne high power jammer. Drumstick – British ground measure designed to disrupt HF W/T transmissions in the 3-6 Mcs band. Fidget – A British ground measure designed to jam German MF R/T and W/T transmissions. Flensburg – German equipment used by night fighters for homing on to Monica Transmissions. Freya – German Early Warning ground radar, originally working on 125 Mcs but later modified to operate over the range 75 – 180 Mcs. Freya Halbe – German equipment for homing on to Mandrel, the British airborne Freya jammer [page break] 98 Gee – British navigation aid. Aircraft position is obtained from the intersection of two sets of hyperbolae, determined by three ground stations. Ground Cigar – A British measure designed to disrupt German night fighter control Channels in the 38-42 Mcs band. Ground Grocer – A British device designed to jam German Wurzburg GCI and gun-laying radars H2S – Airborne plan position equipment, which permitted identification of the ground. Originally used ten-centimetre wavelength. IFF – British identification friend or foe system Jostle – Airborne frequency modulated jammer used against German R/T. Lichtenstein – German AI which operated on 490 Mcs. Mandrel – British noise modulated Barrage jammer, used against the early warning Freyas. MB Window – Window, designed to cover 70-200 Mcs, Freya and FuG 220. Monica – RAF tail-warning airborne radar equipment. Naxos – German equipment used for homing on to RAF ten centimetre equipment Fitted to Bomber Command aircraft. Oboe – British blind bombing device, using accurate ground control. Piperack – British jamming equipment used against German AI, Lichtenstein SN2 RCM – Radio Countermeasures. Seetakt – German coast watching and seaborne gun-laying radar, using 370 Mcs. Serrate – RAF fighter homing equipment used against German AI. Shiver – A British device designed to jam German GCI and gun-laying radar in the Wurzburg 53 centimetre band. SN2 – German AI equipment in 90 Mcs band (later 36.2-120) SWF – No. 100 Group Special Window Force. TRE – Telecommunications Research Centre, latterly based at Malvern. Tinsel – RAF selective jammer of German night fighter R/T control link, on 3-6 Mcs. V1 – German flying bomb, developed by the Luftwaffe. V2 – German Army long-range rocket [page break] 99 Window – A British measure developed by TRE designed to disrupt German early Warning, Ground Controlled Interception, Gun Laying and Air Interception radars, by generating spurious responses therein with metal strips of paper. Wurzburg – Accurate German height finding radar, used with anti-aircraft artillery. X-Gerat – German navigational and bombing beam, operating in the range 65-75 Mcs. Y-Gerat – Advanced German navigational and bombing beam. [page break] 100 Appendix Two: The Last Hudson The RAF has taken over from Lockheed the last Hudson allotted to Coastal Command. This is an inevitable result of the progress and development of the Command, but few of those who know the Hudson will view its passing without some regrets. Although not a British machine it is in the great tradition of versatility which so many British types have established. It is difficult to think of any aspect of air warfare to which Hudsons have not been able to adapt themselves. They have been everywhere, seen everything and done everything. They have fought with fighters, bombed, depth-charged, patrolled, photographed, rescued, ferried and trained. On every front from Iceland to West Africa and from the Denmark Strait to the Bismarck Sea, Hudsons have been to the fore. Squadrons from Great Britain, Canada, the USA, Holland, Australia and other countries, have at various times been equipped with Hudsons, and their pilots and crews have grown to like and trust their machines. Their reliability was exceptional. Whether operating from the grass and mud of Bircham Newton, the deserts of North Africa or the mountains and valleys, which made up the old runways at Aldergrove, the Hudsons could stand the strain. Even the antics sometimes seen at Silloth did not seem to knock them unduly. They have struggled home with almost everything shot away; they have bounced off the sea, off rocks and off the masts of enemy ships. Their loads were steadily increased and gadgets hung all over them, so that their recent appearance with a complete lifeboat slung underneath occasioned no surprise. When first introduced into the service the Hudson was regarded with some suspicion. It was, people said, a dangerous aircraft, and could be entrusted only to pilots who had flown thousands of hours and who did not mind being the centre of an occasional bonfire. Gradually this prejudice, which may have had more than a touch of British insularity about it, was overcome. It was found with careful instruction pupils with less than 200 hours and a certain amount of intelligence could comfortably cope. Many Hudsons were in fact ferried safely across the Atlantic by crews drawn from Canadian training schools. The man who swung and collapsed his undercarriage, or forgot to change his fuel tanks would have done something similar on any other type of aircraft. Such difficulty or novelty as there was in flying the Hudson proved valuable experience when many [page break] 101 squadrons later converted to Fortresses and Liberators. Moreover, it is certain that the tacit agreement that it was permissible to do a "wheeler" was a great source of relief to many a pupil to whom the insistence on three-point landings seemed an unnecessary refinement. The Hudson was the first American aircraft to go into service with the RAF. It was an adaptation of the Lockheed B.14 civil airliner and was fitted with a British Boulton and Paul gun turret. The mission, which visited the USA in the spring of 1938, recommended the purchase and the name 'Hudson' was officially adopted in August. The aircraft began to arrive at the beginning of 1939, and the first squadron to receive them was No. 224, in the spring of that year. Two days before the outbreak of war Hudsons became operational. They now began to come across in a steady flow, until by the autumn of 1941, 11 Hudson squadrons were operational in Coastal Command. This was the greatest number at any one time. In all there have been six marks of Hudson: the first three with Wright Cyclone engines, and the last three with Pratt and Whitney Twin Wasps. Although pilots seem to have preferred the Mark 111 as an aircraft to fly the various types marked a general improvement. The main additions were the provision of self-sealing fuel tanks, fully feathered propellers, side and belly guns. To handle the Hudson is extremely pleasant. For a comparatively big and heavy aircraft it is very manoeuvrable- rudders, ailerons and elevators all being light and effective. This made the Hudson very suitable for low-level bomb or depth charge attacks. The view from the pilot's seat was good in all directions, and the clear view panel in the windscreen was invaluable in bad weather. The cockpit layout was comfortable and convenient, as is the case in most American aircraft. The landing speed was considered rather high and this, combined with the extremely effective flaps, made three-point landings difficult outside the OTUs, good, safe wheelers were the general rule. The original tendency to swing was largely overcome by the tail wheel lock. The Hudson's bomb-load was decidedly low, but this was somewhat offset by the large gun armament. All Hudson pilots have a particular cause to thank 'George' whose reliability and accuracy in this aircraft obviated much fatigue, and enabled pilots to spend much more time searching the sea or sky. [page break] 102 The early days of the war, so boring to so many, were full of activity for Hudson crews. Constant patrols, reconnaissance and escorts were flown over the North Sea, and a very large [sic] of the early air skirmishes were fought in these aircraft. Their opponents were usually Dornier flying boats and Heinkel 111's, with occasional brushes with Me.109's. From these battles the Luftwaffe gained considerable respect for the aggressiveness of the Hudson pilots and the capabilities of their aircraft. One Dornier lasted just 35 seconds against a Hudson's guns, and on another occasion eight Me.109s were insufficient to dispose of a Hudson which got home in spite of being seriously damaged. Many warships and convoys owed their personal survival to the activities of these East Coast Hudsons. The escort of the damaged destroyer Kelly, which they successfully defended against repeated attacks by Heinkels, and the discovery of the Altmark slipping along the Norwegian coast with 400 British prisoners, are only two of the exploits of these ubiquitous machines. It was at this time also that there began the intimate and unfriendly association between the Hudson and the German battle-cruisers Scharnhorst and Gneisenau, which were shadowed, bombed and blockaded until their escape in bad weather from Brest in February 1942. The opening of the campaign in Norway brought more work for the Hudsons. On the morning of 9 April 1940, one of their wireless operators succumbed to the temptation of listening to the 8 o'clock news in preference to Group, and was able to tell the captain that the coast off which they were patrolling was well on the way to becoming enemy occupied territory. A Hudson thus became the first British aircraft to visit the new battleground. Henceforth the coastline was ceaselessly patrolled, and the bombing trip to Stavanger became a routine run. The versatility of the Hudson was beginning to be appreciated. The German attack on Holland and Belgium called for an all round effort. The usual eventful patrol off the Dutch territorial waters was abruptly transformed into a highly unsafe mission, which could, and frequently did, involve battles with Me.109s, night and day bombing, as well as escort and reconnaissance. The oil storage tanks at Rotterdam became as well known to the Hudson crews as the airfield at Stavanger. In all these operations the Hudsons were accompanied by other Coastal aircraft, as well as by Swordfish, Skuas, and Albacores of the Fleet Air Arm. Many are the stories of mutual aid and rescue. 15 Messerschmitts attacked one small force of Skuas and [page break] 103 Albacores, out of ammunition and running for home. The chase was seen by three patrolling Hudsons who drew off the fighters, shot one of them down, and enabled the naval machines to escape; the Hudsons too got safely home. As the attack on the Low Countries swiftly developed towards the evacuation from Dunkirk, an ever-increasing strain was laid on the aircraft of Coastal Command, and the Hudsons took their full share. They were constantly on patrol over the stream of shipping, fighting off bombers and dive-bombers, doing a job for which the pilots had not been trained, and for which the B 14 Lockheed airliner had most certainly not been designed. The 'Sands Patrol' became a daily routine, almost always involving an unequal battle. One patrol of three Hudsons attacked a formation of 40 German bombers heading for the ships. The formation was turned back with two of its number shot down and five badly damaged. The Hudsons then resumed their patrol. Drifting, bomb-shattered ships, struggling lifeboats and rafts were covered from the air and rescuers guided to their help. When the evacuation was completed Coastal Command's first American aircraft had played a worthy part. Filling in their time with bombing missions to the invasion ports, factories and installations on the long enemy coastline, as well as with their ever-lasting patrols, the Hudsons began to work up to the great anti-shipping offensive. To ease the strain on their overworked railways the Germans introduced coastal convoys between ports in Norway, Denmark, Holland, Belgium and France. This long line of communication was clearly asking to be hit. The Hudsons hit it. In company with Blenheims and Beauforts they harried the convoys day and night, at sea and in harbour. Increases in anti-aircraft armament and escort vessels failed to stop the Hudsons coming in from 50 feet, to plant their 250 pounders into the sides and decks of the enemy merchantmen. At least one pilot found on the wings of his Hudson small bits of wood, which the German had recently been using on one of their ship's masts. Sometimes losses were severe, but frequently the attackers would all arrive safely back at base – a great tribute not only to the crews, but also to the Lockheed designers and the men and women who built the aircraft. Incidentally these workers were not content with putting their best into the job during working hours, but even gave up their spare time to build a Hudson aircraft, which they presented to the RAF, and which the then A.O.C.-C., Coastal Command officially accepted in December 1940. [page break] 104 The climax of the Hudsons' anti-shipping activities came in the late Autumn of 1941, when British, Canadian, and Dutch Hudson squadrons were responsible for the brilliant attack on Aalesund, when five ships were hit, two factories set on fire, and a barracks and a W/T station bombed, all carried out unaided by nine aircraft. Meanwhile on the other side of the British Isles a less spectacular but equally vital battle was going on; the Battle of the Atlantic. It was natural for the Hudsons to play their part in this struggle also, and they did so with equal distinction. Instead of the comparatively short trips with plenty of excitement, the anti-submarine Hudsons had to undertake long trips over the ocean often through very bad weather. In this theatre their great reliability at once won the trust of all that flew them. Hour after hour their engines would perform faultlessly, whatever the conditions, and the majority of crews never experienced a failure. Their comfort and roominess was another asset in this type of work. Occasionally the Atlantic Hudsons were called upon for anti-aircraft as well as anti-submarine escort duties, and the battle between the Hudson and the Kurier, ending in the destruction of the latter in full view of the convoy it had come to bomb, is a well-known page in the history of the Hudson. The Kurier too was an adaptation of a civil machine, but apparently Lockheed's produced a better job. Perhaps the most famous exploit ever performed by a Hudson was in August 1941, when for the first time in history a submarine was captured by an aircraft. A Hudson depth-charged a German submarine, the U-570, forced her to the surface and received her surrender. Their patrols and escorts in the Atlantic took the Hudsons to a wide variety of climates, Iceland, Scotland, the Western Isles, Ireland, Cornwall and Gibraltar. North Africa and West Africa were normal Hudson bases, while at times of stress they operated from the USA and even Greenland. A [sic] in any weather, fly far out to sea and through thousands of feet s [sic] is usual with this type of work there few highlights or epic deeds. But it [sic] an important chapter in the story of the Hudson; a chapter which might indeed have been more exciting had the aircraft been less dependable. The high average of serviceability and the very large number of flying hours, which the A/S squadrons were able to keep up month after month, was an eloquent tribute to their aircraft. Ground crews and maintenance personnel grew very fond of their charges and took pride in keeping up their reputation for reliability. [page break] 105 For a long time Hudsons were the mainstay of the Meteorological Flights. Every day, almost without a break, they would take-off in any weather, fly far out to sea and through thousands of feet of cloud and ice, to bring back vital information. Air/Sea rescue is another important Hudson department; indeed, their reputation for saving life is as almost as great as for extinguishing it. It is not only in Coastal Command that the Hudsons have distinguished themselves, operating with Bomber Command, many Hudsons took part in the 1,000 bomber raids, and in the Mediterranean theatre their versatility was invaluable. They even reverted to their original civil purpose, and Generals have been photographed at ease in the cabin of a Hudson as it flew them comfortably across the Western desert. The year 1942 marked the beginning of the end of the Hudsons. In January one squadron began to re-equip with Fortresses, and heavy four-engined G.R. aircraft were delivered in increasing quantities. Many Hudsons, however, continued to operate successfully from Iceland, Gibraltar and elsewhere. The necessity of replacing the Hudsons is a measure of their success. On the West Coast they had so harried the U-boats that the enemy was forced to move out of their range. The number of submarines sighted or ships sunk within Hudson range of our coasts is negligible, if not nil. Further out the battle still rages, but the Hudsons cannot take part. On the East Coast the Hudsons, with other squadrons, have been so successful that the enemy was obliged to maintain a considerable force of his latest fighters in Norway and the Low Countries; to build a chain of radar stations all along his coasts; and to provide protection for his coastwise shipping a very heavy concentration of anti-aircraft guns and escort vessels. Against such defences the Hudsons have been forced to give way to aircraft which are better armed and faster. But they have done a magnificent job. Thousands of people on the ground at sea, and in the air will never forget the familiar tubby shape which so often meant protection and help, and which was the magnificent forerunner of the very many valuable machines, which have come from the other side of the Atlantic.86 [page break] 106 Appendix Three: No. 53 Squadron (United in Effort) When the first four squadrons, and almost only operational units, of the Royal Flying Corps were sent to France in 1914, it was thought at the time that the war would be over quickly and thus little heed was paid to reinforcements. Unfortunately, hostilities did not end by Christmas and, as the conflict continued, demands came for more and more squadrons. As a first step it was proposed to deploy thirty squadrons in the field, with a further five in reserve. With remarkable foresight, However, Lord Kitchener immediately doubled these figures. No. 53 Squadron came into existence as part of this expansion, forming at Catterick in Yorkshire on 15 May 1916, with FK3 aircraft. Towards the end of the year, it moved to the Royal Flying Corps depot at Farnborough for re-equipping with the Royal Aircraft factory's BE2C aircraft, before deploying to France, in December. They arrived safely at St Omer in France, then RFC headquarters, where they were allocated to 2nd Army's 1X [sic] Corps, moving to their new base at Bailleul after a few days. Here they were to spend a little over a year as a Corps or artillery co-operation unit. In April 1917 they were given another aircraft, the RE8, an aircraft then increasingly being used for this type of work. Their first real test came with the Battle of Messines, a necessary preliminary to the Ypres offensive. Messines was a success and with the defeat of the German counter attack on 8 June 1917, the main phase of the battle came to a close. Throughout the action the work of the Corps and other squadrons was invaluable, nevertheless Trenchard was careful to conserve the strength of the RFC for the major battles, which he knew, were to come. Next came the battles of Ypres, which themselves formed part of a larger Allied plan to re-occupy the Belgian coast, and involved the capture of Passchendale, Staden Ridge and subsequently the Roulers-Thourout railway. Responsibility was given to General Gough of 5th Army, then in the south and on the right of the British line. Arrangements, however, were made for him to reform 5th Army in the Flanders area, to which was allocated a number of additional squadrons. On 7 July 1917 Trenchard issued instructions for the employment of aircraft and the start of a limited air offensive on the 2nd and 5th Army fronts. Air activity was [page break] 107 intense from the 12th until the end of the month, when 5th Army reported a measure of local air superiority. Ypres was postponed twice, until at the end of the month the main attack was launched from the river Lys in the south to the inundated area near St. Janshock in the north. In spite of bad weather, limited gains were achieved by the end of the first day, helped in part by a number of low flying attacks carried out against German troops on the battlefield. The weather then deteriorated, enabling the German army to bring up reinforcements. In spite of the best efforts of 5th Army on 16 August 1917, the day was an overall failure. Preparations then went ahead for the resumption of the Ypres offensive about 20 September 1917 and these included the transfer of 11 Corps from the 5th to Plumer's 2nd Army. No. 53 played its full part in the battle, transmitting its share of calls for artillery support, which went out on the first day. Indeed, it was one of the [sic] to use air-to-ground wireless telephony for fire direction. By 4 October 1917, the army had advanced as far as Poelcappelle and Broodseinde, in deteriorating weather conditions. The troops then resumed their advance in appalling weather conditions. The Canadians captured Passchendaele on 6 November 1917 and four days later the bloody and costly battles of Ypres came to an end. The classic tank attack that occurred at Cambrai, in 3rd Army's area on 20 November 1917, brought remarkable successes, but later German counter attacks led to severe fighting, which after ten days threatened 3rd Army. Fighting continued until 7 December when the battle of Cambrai finally came to an end. Cambrai was significant in that it not only showed new tactics and surprise could be successful, but the German counter attacks on 20 November also disclosed a new opponent and a portent of things to come. Russia was now out of the war, freeing-up German divisions for the west together with vast quantities of captured guns and equipment. With an extended British line, Haig repeatedly asked for more men without success. He was thus forced to reduce the number of battalions in a division from twelve to nine, and adopt a more defensive strategy than hitherto. Germany could afford to think in terms of an offensive and indications to this effect were noted in February 1918. In January, commanding [page break] 108 officers of RFC squadrons were given an additional aircraft per squadron, enabling them, for the first time, to lead their units in the air. On 2 March 1918 it was accepted that a German attack would probably come in the area held by the 3rd and 5th Armies and a number of RFC squadrons were moved accordingly. No. 53 had already been moved to an airfield near Noyen, in the south, prior to being attached to 1X [sic] Corps. But before this attachment could take place the Germans started their offensive. This started on 21 March and No.53 was employed on line patrols along the length of 5th Army's front, bombing and machine gunning. In the face of superior numbers the British had to give ground and the Army's air squadrons were withdrawn to Fienvilers on the 24th and Boisingham the following day, finally reaching Abeele on 7 April 1918. Fog was intense until the 22nd, when pressure became intense along the whole of the battlefront. In spite of the German positions being bombed by night and day, the situation remained critical. On 4 April 1918, the Germans made their final thrust north and south of the Somme, but little ground was lost and they sustained disproportionate numbers of casualties. With the failure of the German attack on 5 April, the carnage of the Somme came to an end, although fighting continued for a little while longer. Disaster had only been averted by the narrowest of margins and whilst all this was occurring, the RFC and RNAS were merged on 1 April 1918 to form the Royal Air Force. Before this offensive had died down, however, air reconnaissance disclosed fresh German activity in the area of La Bassee. Ludendorff had realised the importance of Arras and the high ground adjacent to Lens, but had failed to take either on 28 March 1918. He thus turned his attentions to the weakened British line north of La Bassee and struck hard on 9 April after a bombardment the previous evening, when many of the shells contained mustard gas. No. 53 acted as a Corps squadron of 2nd Army, assisting artillery register main roads, lines of advance and bringing down destructive fire on known German batteries. Firm action on the flanks concentrated the German advance in the centre where, in spite of intense air support, the British line was forced to give way. The 12th day of the month was particularly critical, causing Haig to issue a much quoted Order of the Day. Bailleul fell to the Germans on the 15th, but three days later a lull came to the fighting. Kemmel Hill then fell but by now the German [page break] 109 offensive had lost much of its momentum and with allied resistance hardening, the Battle of Lys came to an end on 30 April 1918. The Squadron returned to the United Kingdom after the war ended and disbanded in October 1919. It reformed in June 1937 at Farnborough, as part of the re-armament programme, once again as an Army Co-operation Squadron, but equipped this time with Hawker Hector biplanes. By September 1939 the Squadron had been given Bristol Blenheims and was stationed at Odiham. It went to France on 18 September 1939, as part of the Air Component of the British Expeditionary Force, and made many reconnaissance flights, photographing strategic objectives in Germany, in spite of being seriously hampered by bad weather during the winter months that followed. When Germany invaded France and the Low Countries in May 1940, No. 53 Squadron was immediately engaged in reconnaissance over the front line and the reporting of German troop movements. As the British Army was pushed back the Squadron was obliged to withdraw to safer airfields, until it was eventually decided to evacuate the Air Component to the United Kingdom. Before it left, the Squadron's aircraft made their first bombing attacks of the war when German columns were bombed on roads in Belgium. From the United Kingdom, the Squadron continued to fly daily on reconnaissance missions, some of them over Dunkirk during the enforced evacuation of the BEF. In July 1940 the Squadron was transferred to Coastal Command, but somewhat unusually, continued to attack land targets in addition to its reconnaissance role. Invasion barges in the Channel ports were bombed and sunk, and the Squadron attacked larger ships in the docks. Among its regular targets were Boulogne and Calais, and the German North Sea port of Emden. During the Battle of Britain its Blenheims bombed German held airfields in northern France and Holland. Whilst all this was going on, Detling where the Squadron was based, was heavily attacked by the Luftwaffe on several occasions, causing casualties to personnel and damage to aircraft. More attacks were made on German held ports, especially Rotterdam and Flushing, and Brest, which was sheltering the [italics] Scharnhorst [/italics] and [italics] Gneisenau [/italics] at the time. [page break] 110 Early in 1941, the protection of convoys was added to the Squadron's tasks, which extended to bombing the French ports of Lorient and La Pallice in the Bay of Biscay, from where many of the U-boats operated. The squadron's Blenheims were exchanged for Lockheed Hudsons in August 1941, when further strikes were made against German and German controlled shipping at sea. Anti-submarine patrols were flown to protect British convoys in the North Sea and the English Channel, and later, whilst operating from Cornwall, the Squadron extended its patrols over the Bay of Biscay and the Eastern Atlantic. On several occasions U-boats were attacked but no sinkings were achieved at the time. In June 1942 No 53 was transferred to the United States, in order to demonstrate British anti-submarine tactics to the United States Navy. It carried out anti-submarine operations off the North American coast until August, when the Squadron was moved south to Trinidad and began a series of operations in the Caribbean. These included anti-submarine patrols and in November 1942, one of the Hudsons attacked and damaged a U-boat on the surface but was shot down in the process. On other occasions ships' lifeboats were found and rescue vessels directed towards them. On returning to the United Kingdom in December 1942, the Hudsons were replaced by Whitleys which, a few months on anti-submarine patrol duty, were replaced by the Consolidated Liberator. The Squadron was fully operational with its new aircraft by June 1943 and, flying from the south coast of England, scored its first confirmed success against the U-boats when one of its Liberators sank U-535 in the Bay of Biscay. Following this incident, several more attacks were made on U-boats, some of which put up strong opposition with anti-aircraft weapons. Long range German fighter aircraft also put in an appearance at this time and had to be contended with, with the result that several Ju 88s were shot down at this time by Squadron Liberators. On 13 September 1943 the Squadron sank its second U-boat in the Bay of Biscay, this time at night. In the same month, Squadron aircraft were instrumental in the interception and sinking of a German merchant ship attempting to run the blockade; they also helped the Royal Navy in the sinking of four German destroyers trying to protect the vessel. Early in 1944, the Squadron split into two parts for a short time, [page break] 111 one part operating from Cornwall and the other from an airfield in Northern Ireland from which it hunted submarines in the Western Approaches. As the year progressed more and more attacks were made on U-boats, and in August 1944 the Squadron's efforts were rewarded by its sharing directly with the Royal Navy in the sinking of two U-boats. Prior to this, in June 1944, No. 53 Squadron made its contribution to the allied landings in Normandy. By patrolling for the Western extremes of the Channel and its approaches several weeks, thus helping to prevent U-boats and German surface craft from attacking the vast armada of shipping carrying the Allied land forces for the invasion. In September 1944 the unit went to Iceland where it operated in the last months of the war. The Squadron was then transferred to Transport Command, tasked with flying troops out to India to reinforce the Army engaged in the war against the Japanese. Operating from St. Davids, it initially undertook practice flights over the route to India, and in August re-equipped with Liberators specially modified for transport operations. In September the Squadron moved to Merryfield and commenced operations in the full transport role on the first day of October, when trooping flights from the UK to India began. Subsequently the Squadron was disbanded and re-formed and by April 1947 was back in the transport business, which included the training of parachute troops and towing gliders. Scheduled services to and from the Middle East commenced in January 1948 and in July it participated in the Berlin airlift. Hastings aircraft were introduced in 1949. In November 1956 it took part in the Suez operation and in the following year moved to Lyneham where it was re-equipped with Beverleys. It then took part in a number of trials and operations in and around Aden and the Persian Gulf. It lost its identity in June 1963 but was re-formed at Brize Norton in November 1965 with the Belfast, the only heavy lift aircraft in the Royal Air Force. The Squadron was then employed in the withdrawal from Aden in 1967 supported the operations in Cyprus in 1974 and given many other tasks. Finally, in September 1976, the Squadron was disbanded as part of a programme of defence cuts.87 [page break] 112 Appendix Four: No. 223 Squadron (Alae Defendunt Africam) The allies landed at Salonika in October 1915, thus adding to the commitments already being shouldered by our naval and land forces in the Eastern Mediterranean. Three months later came the tragedy of Gallipoli and, after the evacuation, a reappraisal of tasks. Such was the position when Wing Captain F.R. Scarlett arrived on the scene in February 1916, to take command of RNAS units in the area. In future, the Royal navy was to watch the Dardenelles, safeguard those Greek Islands in allied occupation, maintain the blockade of the Central Powers, support the Army at Salonika and carry out anti-submarine patrols. Moreover, by conducting operations in Asia Minor, Turkish forces would be prevented from being deployed to other fronts. He quickly proposed an expansion of naval air activities, recommending that an additional air wing be formed without delay. After consideration, however, the Admiralty felt unable to agree but consented to maintain No 2 Wing at Imbros, at a strength of four flights, commanded by Wing Commander E.L. Gerrard. Their Lordships added that, as personnel and equipment became available, two additional flights would be allocated to the Eastern Mediterranean area. In addition to the formation already mentioned, there was an airship base at Mudros, two seaplane carriers and two balloon ships. Air operations in the Gulf of Smyrna, started against the Turks in March 1916, with the object of attracting artillery and other units in the area, thus effectively denying their use elsewhere. Next, with the help of an advanced base which had already been established on Long Island, a British naval force, assisted by French aircraft, started a series of bombardments against targets on the Turkish mainland. While this was in progress, reports were deliberately spread of an allied landing and, to lend credence to this, a French infantry division was sent to Mitylene together with a flight of aircraft. Here, an airfield was constructed at Thermi and, when the French aircraft were withdrawn, a small number of RNAS aircraft, known as 'B' Flight, were sent from Imbros to Mitylene, two of them being employed to Long Island. This handful of aircraft and men were destined to become ‘B' Squadron RNAS in January 1917 and, eventually on 1 April 1918, No. 223 Squadron Royal Air Force. Not surprisingly the [page break] 113 Turks reacted quite strongly to all this activity and, as a result, Long Island had to be evacuated, its detachment being transferred to Thermi. Two advanced landing grounds were then selected. The first at Thasos in April 1916 when it was learned that the Central Powers intended to establish a submarine base on the Bulgarian coast and a second, in June, on the Island of Kheos in order to support operations in the Smyrna area. In order to base aircraft within striking range of appropriate targets, there then followed a general re-distribution of naval aircraft. 'A’ flight was sent to Thasos at the end of May 1916 and it was from here, during the next two months, that the bombing of enemy communications in Southern Bulgaria gave way to attempts to set fire to ripening crops with incendiary bombs. Bomber units in general, however, were to be kept as mobile as possible. A new airfield was then considered necessary on Mudros for testing of aircraft and the instruction of crews, as well as acting as a departure point for bombing missions. Consequently, Marsh airfield was constructed and 'D' flight moved there on 2nd June 1916. At the end of August, however, 'D' flight was moved again, this time to Stavros on the mainland in order to work with No. 80 Brigade. This enabled 'A' flight at Thasos to extend its reconnaissance duties over the Bulgarian lines of communications and to take full advantage of opportunity targets. While these operations were in progress in the North, 'C' flight at Mudros and `B' flight at Mitylene were busy in the Dardenelles and Smyrna areas. Bombing attacks were mounted against Constantinople but in November 1916, perhaps by way of reprisal, the Central Powers retaliated by raiding Mudros. Throughout 1917 'B' Squadron, operating from its base at Thermi, carried out anti-submarine patrols in the Smyrna and Arvalik areas and bombed the Panderma-Smyrna railway, as well as other targets. At the end of February, however, a mobile German bomber unit appeared on the Dojran front in Macedonia, which gave cause for concern. Consequently, the RNAS was asked to help and the result was the formation of 'E' Squadron with four Sopwith one and half-strutter aircraft and one Sopwith Triplane. It was moved to Hadzi behind the Dojran front where it combined temporarily, with a RFC detachment to form the composite fighting Squadron. In [page break] 114 order to achieve this, however, and unfortunately for the RNAS, the necessary aircraft and personnel had to be taken from 'B' and 'C' Squadrons who were thereby reduced to half-strength. Meanwhile, 'A' Squadron continued its bombing from Thasos against the communications in Macedonia and especially the Xanthe-Drama railway. The last of the additional units was formed in April 1917 when 'F' Squadron, with Sopwith bombers and fighters, was deployed to the mainland at Amerkoj, and later Marian, for operations in the North of Salonika. In May, recently captured prisoners reported that the Central Powers had ordered the assembling of submarines at Kavalla. A naval bombardment was thus ordered against this new target, which was supported by the RNAS. 'A' Squadron from Thasos took part, together with the Mudros seaplanes, which directed the fire of the bombarding monitors and the [italics] Raglan [/italics] . 'E' and 'F' Squadrons then flew sorties against the ports at Kavalla from the airfield at Marian. Eight British aircraft were then lost at Marian after a mysterious explosion occurred, and as a result of this incident, personnel and aircraft of 'F' Squadron temporarily reinforced 'A' Squadron. 'E' and 'F' Squadrons were then merged into one unit and the new 'F' Squadron, after re-equipping at Mudros was sent to Thasos. From here, further attempts were made to burn crops in June 1917, after which the new unit was withdrawn for work elsewhere. 'D' Squadron, however, continued to operate from Stavros in support of naval personnel on the British right flank but, by the end of July, the Squadrons at Thasos and Stavros had become so short of aircraft that they had to be reorganised. Meanwhile 'B' Squadron at Thermi was well placed to undertake offensive action against the Panderma-Smyrna railway and many attacks were launched against this and other targets in the Smyrna area throughout 1917. The latter included airfields at Paradisos and Kassimir, ripening crops and granaries and shipping in Smyrna harbour. In October 'B' Squadron was ordered to move to a new base on the island of Mitylene at Kalloni, and while the move was actually in progress the Turks shelled the old airfield at Thermi, causing some damage. But by this time the unit had become so short of personnel, especially pilots that six squadron aircraft had to be sent back to [page break] 115 the depot at Mudros. When the two services were merged on 1 April 1918, \No. 223 Squadron was based at Mudros where it was to remain until disbanding in May 1919. This could have been the end of No. 223 Squadron, but for the emergence of a new German Chancellor in 1933 – Adolf Hitler. It thus came about that, as part of the RAF's expansion programme of 1936, No.223 Squadron was reformed from a flight of No. 45 Squadron, which was then based in Nairobi, and equipped with Fairey Gordon single-engined day bombers. By February 1937, these aircraft had given way to the Vickers Vincent 6, with the unit being employed in support of the British Colonial administration of Kenya and the Sudan. Within eighteen months No. 223 Squadron was making tours of British East Africa, including Rhodesia and Tanganyika, with Vickers Wellesley 1 and 2s, Gloucester Gladiator 2s and Bristol Blenheim 41s, and maintaining important links with the South African Air Force (SAAF). From August 1939 to June 1940 when Italy entered the war, personnel of the Squadron trained hard for the long struggle ahead. Some idea of the standard achieved may be judged by the fact that within twenty-four hours of Mussolini's declaration of war, No.223 Squadron, operating from its Summit base in the Sudan, made its first attack against the Italian airfield at Gura. It then continued to support General Platt's campaign to capture Eritrea and Abyssinia by bombing Italian positions in the vicinity of Kassala and Asmara, as well as the airfield at Tessenei, where hangars were damaged and a number of aircraft destroyed on the ground. Just how proficient No. 223 had become can be gleaned from the words of Denis Richards in Volume One of the History of the Royal Air Force 1939-1945, when writing about the temporary evacuation of British Somaliland in 1940. 'With this evacuation, carried out on 18 August, the Italian air force made only one serious attempt to interfere. For it was reluctant to attack as long as there was even a single British fighter in the offing, and it was more than upset by an incident which had occurred that morning. Starting from Perim Island to add a few more miles to their range, a detachment of five Wellesleys of No.223 Squadron- which Longmore, the Air Commander in the Middle East. had switched to Aden from the Sudan at the beginning of the offensive – had set off for Addis Ababa. The capital had thus far been [page break] 116 neither reconnoitred [sic] nor attacked. By a brilliant feat of navigation four of the aircraft now forced their way over wickedly mountainous country and through heavy cloud and ice to bomb the airfields outside the town. Despite severe damage from anti-aircraft fire and the opposition of one tenacious Cr 32, all four Wellesleys returned safely to base; so, too, did the fifth' Another detachment was sent to Khartoum in November, but rejoined the Squadron a month later at Wadi Gazouza in the Sudan, where No. 223 was to remain until April 1941. Communications and airfields in Somililand [sic] were also attacked and support provided to the Abysinian [sic] patriot forces. Eventually it became clear to the Italians that they were going to lose the campaign and, with it, their entire East African Empire. Consequently, some reduction in our air order of battle could now be considered and on 8 April 1941, No. 223 along with three other squadrons, were ordered to move north to Egypt where, with the arrival of general Rommel and the German Afrika Corps, the North African campaign was not going well for the Allies. Indeed, such was the position that reinforcements of all kinds were now urgently required for the decisive struggle, which was to be fought in the Western Desert. After its operational experience in the South, it probably came as a shock for No. 223 to become a temporary Operational Training Unit, for the Blenheim 1 and the new American Maryland, Boston and Baltimore aircraft. These were now beginning to arrive by sea and after being flown overland by the Takoradi route. Here in the unattractive desert at the wartime airfield of Shandur, aircrews were trained for Nos. 12, 21 and 24 (SAAF) Squadrons. In addition, from October, a strategic reconnaissance unit was maintained at Fuka with Maryland aircraft. Later on this invaluable unit was sent to other bases in the Western desert such as El Gubbi, Tmimi and Sidi Azeiz. About a year later, in April 1942, No. 223 its task completed, converted its crews on to the Baltimore and once again resumed the role of an operational squadron, moving West to Landing Ground 116, Maaten Baguish. The Kittyhawk fighter was then developed as a fighter-bomber, which freed the light bombers from low level work and enabled them to operate at more appropriate medium and higher altitudes. During the next two months a detachment was deployed to Baheira and it was from here that Wing Commander W.A. Wild led the Squadron's first attack, with their new aircraft, against shipping in Benghazi harbour. June brought a new Commanding [page break] 117 Officer, Wing Commander T.M. Morgan, and this month turned out to be one of almost continuous movement. As the Axis forces forced the Allies to retreat Eastwards No. 223 deployed firstly to Landing ground LG 99, Amiriya, with two detachments LGs 86 and 98 and then to LGY, Qassassin. By September they were back at LG 86 with further detachments at LG 'Y' and LG 209. Earlier in the war the British army under Wavell's guidance had successfully advanced against the Italians into Cyrenaica, reaching as far as El Agheila in the West by February 1941. At this high point the British forces in North Africa, however, were gravely weakened by the despatch [sic] of an expeditionary force to Greece. Erwin Rommel then appeared on the scene and with his Afrika Corps, assisted by the German Air Force, forced the British to retreat to Tobruk. This fell on 21 June 1941 and the next day Hitler promoted Rommel to the rank of Field Marshal, at forty-nine, the youngest in the German Army. AS the German offensive gathered momentum the light bombers became much in demand. It was unfortunate for the British that No. 223 Squadron had to be withdrawn temporarily, from the order of battle, just at this critical period because of rear turret problems. The other units however, the Bostons of the two South African Squadrons, 12 and 24, continued to operate and attack German and Italian columns advancing on El Adem. During the further retreat of the British army to El Alamein, all the light bomber forces attacked troop concentrations, transport columns, airfields and even merchant shipping which was bringing in vital supplies for Rommel's final assault, prior to the Axis forces entering Cairo and capturing Egypt. No. 223 carried out as many as five raids a day on several occasions, fortunately for the crews concerned, with the aid of a very necessary fighter escort. Nevertheless, Rommel who had by this time become a figure of awe, especially to the 8th Army, continued to advance successfully. Within a month, however, the land battle had stabilised around El Alamein, the front running down from the Mediterranean in the north, through the Ruweisal Ridge down to the Qattara Depression in the south. Air operations then became less intense, although attacks by allied aircraft against Axis positions and concentrations of mechanical transport were maintained, especially during the latter half of August and the beginning of September when Rommel renewed his attacks against the southern sector of the Alamein position at Alam Halfa. [page break] 118 With the arrival of General Montgomery earlier in August, however, had come a new spirit, which soon pervaded the whole of the 8th Army, providing it with the confidence so badly needed. Montgomery was indeed the man of the hour and the El Alamein position held. Rommel had been decisively stopped. The crucial British offensive opened on the night 23-24 October 1941. Understandably it was a time of maximum effort for No. 223 and its No. 3 South African Air Force Wing, No. 55 Squadron and the newcomers in the form of the 12th United States Army medium bombardment group. With the allied brake-out [sic] on 18 November 1941 came intense air activity and it was about this time that Lord Trenchard paid a visit to the squadron, accompanied by the AOC, Air Vice Marshal Coningham. This memorable occasion no doubt sustained air and ground crews alike during the subsequent round-the-clock bombing of retreating Axis forces, which the situation now demanded. By December the 8th Army had passed Benghazi and was fast approaching Mersa Breza when it was decided to give No. 223 a well-deserved rest from operations. They were moved temporarily to Iraq, less a detachment to the Western Desert by the end of the month. Meanwhile Montgomery continued his successful advance westward. In January 1942, Wing Commander T.M. Morgan led sixteen aircraft, without escort, to Crete for the first time where the harbour and installations at Suda Bay were successfully attacked. This was followed up by returning the same day, to bomb the Island's airfields, which were also attacked during subsequent visits. The Squadron was then honoured by a visit in February 1942 from the Emir of Transjordan, which month found Montgomery leaving Tripolitania and approaching Mareth, having taken the surrender of Tripoli on 23 January 1942. No. 223 was reunited at Sirtan West in Libya on 8 March and continued to operate by day and night against Axis transport and gun positions, often with as many as eighteen aircraft. The end of the North African Campaign was now in sight, but the Axis forces continued to fight just as hard as ever, as they proved at Kasserine in February and again at Medine and Mareth a month later. For No. 223 Squadron it was time to be on the move again. They arrived at Medenine on 2 April 1942 only to remain for less than two weeks before deploying to Le Fauconnerie. [page break] 119 At the beginning of May, Wing Commander (later Air Marshal) P. de L. le Cheminant took over the squadron in time for the 12th May when at 15.35 hours, No. 223 along with 55 squadron, led the last raid of the North African campaign – a precise bombing attack- against the German 90th light division who had refused to surrender their position eight miles north of Enfidville at Zaghouan. As the aircraft returned to base, the enemy finally surrendered and fighting in North Africa came to a close. With hardly a pause the unit then took part in saturation attacks against enemy gun positions on the heavily fortified island of Pantellaria. These were intensified during June, when No.223 came under command of the Tactical Bomber Force. Somewhat surprisingly, the island surrendered at 13.29 hours on the 11th month after the unit's last sortie The Squadron then ceased operations, withdrawing to the Tripoli area (Enfedawithe South and Regville) along with other units of the Desert Air Force and began to prepare for the invasion of Sicily, details of which were disclosed by Air Marshal A.M. Coningham when he visited No. 223 at the beginning of July. The subsequent invasion successfully took place on 9-10 July 1943 and made rapid progress, No 223 Squadron giving direct tactical support to ground forces and attacking railway centres. By 20 July 1943 a detachment of the squadron moved to Malta, which was being used as a temporary base for aircraft attacking targets situated at extreme range. Soon however, on 4 August 1943, the main party embarked on Landing Ships at La Mursa, Tunis for the three-day voyage to Licata, Sicily. Two days after arrival they moved to Monte Lungo landing ground, near Gela West, but on the 23rd of the month the Squadron advanced to Gerbini, Number 3 Landing ground at Sigonella, on the Catania Plains. Here followed several weeks of intensive operations against enemy gun and troop positions and concentrations of mechanical transport, which came to a climax with the enemy's evacuation of Sicily, which was completed by 17 August 1943. Italy was invaded on 3 September 1943 and the Squadron was established at Brindisi on the Italian mainland, on 27 September 1943, where operations were conducted against bridges and transport in an attempt to delay the enemy's retreat northwards. A rapid advance by the allies entailed No 223 having to move to Foggia, [page break] 120 No. 1 Landing Ground (Celone), towards the end of October in order to keep within range of the fighting and targets situated behind enemy lines. Principal targets were communications of all kinds, the town of Cassino being attacked by 223 for the first time on 11 October 1943. Soon, however, the German defences were strengthened and during the month one of the squadron's aircraft was badly hit by anti-aircraft fire causing it to crash. Fortunately the crew, which included a photographer, baled out successfully and later returned to the unit. Long periods of stand-down then followed because of bad weather but, for eight days at the end of November, it cleared sufficiently for concentrated bombing to take place against the Sangro line. No. 232 Wing relinquished operational and administrative control of No. 223 on 14 March 1944 when No. 3 South African Air Force Wing took over, main targets allocated during the month being the major railway stations. The same day the squadron moved to BiFurno Landing Ground – Compomarino – near Termoli and it from here that targets in Yugoslavia, in support of partisans, were attacked. May was the squadron's busiest month, its activities ranging from attacking ammunition dumps near Loretto, to enemy gun positions in support of combined attacks by the fifth and eighth armies. During a raid on Split harbour in June 1944, a squadron aircraft was hit by anti-aircraft fire and had to ditch off the island of Vis, the crew of four managing to return to base in spite of the pilot and navigator being dragged under water. By the end of the month another move occurred when No. 223 moved to Pescara, where further attacks were concentrated on roads and railway bridges. It was decided to amalgamate No. 223 with an Australian squadron in August and thus shortly thereafter it lost its identity as a Royal Air Force unit. Almost immediately however, its numberplate was allocated to a new squadron forming in the United Kingdom at RAF Station, Oulton in Norfolk.88 [page break] 121 Endnotes 1 – Correspondence Author – Hastie. 2 – Correspondence Author – Hastie. 3 – The Times, [italics] British War Production [/italics] (Printing House Square, 1945) p.2. 4 – Andrew Williams, [italics] The Battle of the Atlantic [/italics] (BBC Worldwide Ltd, 2002) pp.16, 33. 5 – See Geoffrey Wellum, [italics] First Light, [/italics] (Penguin Books, 2003) who became a fighter pilot at the age of eighteen. 6 – Winston S. Churchill, The [italics] Second World War, [/italics] Vol.II (Cassell & Co Ltd, 1949) p.102. 7 – Denis Richards, [italics] Royal Air Force 1939-1945, [/italics] Vol.1 (HMSO, 1953) p.150. 8 – Winston S. Churchill, [italics] The Second World War, [/italics] Vol.II, p.125. 9 – Winston S. Churchill, [italics] The Second World War, [/italics] Vol.III, p.127. 10 – RAF Form 414, Pilot's Flying Log Book- F/O R.M. Hastie 11 – Central Office of Information, [italics] The Battle of the Atlantic, [/italics] (HMSO, 1946) p.27. 12 – Ibid. p.30 13 – Sir Arthur Harris, [italics] Bomber Offensive [/italics] (Collins, 1947) p.27 14 – Letter to author from Harry Palmer 15 – Jock Manson, [italics] United in Effort [/italics] (Air-Britain Historians Ltd, Tunbridge Wells, 1997) p.39. 16 – Ibid. p.40. 17 – For a detailed account of George Binney's operations see Ralph Barker, [italics] The Blockade Busters (Chatto and Windus, [/italics] 1976). 18 – Air to Surface Vessel Radar. 53 Sqn was probably fitted with ASV mark II at RAF St. Athan in 1940, under the direction of the Telecommunications Research Establishment. See E.G. Bowen, [italics] Radar Days, [/italics] (Adam Hilger, Bristol, 1987) pp.94-95. 19 – Correspondence between author and Harry Palmer. 20 – Jock Manson, [italics] United in Effort, [/italics] p.41. 21 – Central Office of Information, [italics] The Battle of the Atlantic [/italics] (HMSO, 1946) p.39; Werner Rahn, [italics] 'The War at Sea in the Atlantic and in the Arctic Ocean,'[/italics] in Research Institute for Military History, Potsdam, Germany (eds) Germany and the Second World War: vol. VI, The Global War (Clarendon Press, Oxford, 2001) p.302 22 – Winston, S Churchill. [italics] The Second World War [/italics] (The Reprint Society, 1953) p.113. 23 – Jock Manson, [italics] United in Effort [/italics] p.43. PRO Air 8/668. 24 – [italics] The Military Chest, [/italics] ed. by D.B. Picton-Phillips Volume 2 No 5 (Picton Print, Wiltshire, September/October 1983) pp.31-33. 25 – Correspondence Author – Hastie. 26 – Denis Richards, [italics] Royal Air Force 1939-1945, [/italics] Vol.1 (HMSO, 1953) p.405. 27 – For an interesting description of landing at Bluie-West-One, see Ernest K. Gann, [italics] Fate is the Hunter, [/italics] (Hodder, 1961) pp.152-164. [page break] 122 28 – Jock Manson, [italics] United in Effort, [/italics] p.43 29 – John Costello and Terry Hughes, [italics] The Battle of the Atlantic, [/italics] (Collins, 1977) pp.200-201 30 – Ibid, p.202 31 – Probably Plt. Off. R. Guthrie and crew, see Jock Manson, [italics] United in Effort, [/italics] p.43. 32 – Central Office of Information, [italics] The Battle of the Atlantic, [/italics] (HMSO, 1946). p.57. 33 – Jock Manson, [italics] United in Effort. [/italics] p.43. 34 – Possibly, the Henry R. Mallory, see John Slader, [italics] The Red Duster at War, [/italics] (William Kimber, 1988) p.242. 35 – Ministry of Information, [italics] Atlantic Bridge, [/italics] (HMSO, 1945) Chapter 4, pp.39-40. 36 – Michael Pye, [italics] The King over the Water, [/italics] (Hutchinson, 1981) p.15 37 – Michael Pye, [italics] The King over the Water, [/italics] pp.15, 107. 38 – RAF Form 414, Pilot's Flying Log Book- F/O R.M. Hastie. 39 – Ibid. 40 – Winston S. Churchill, [italics] The Hinge of Fate, [/italics] (The Reprint Society, 1953) p.494. 41 – Colin Latham and Anne Stobbs, [italics] Pioneers of Radar, [/italics] (Sutton Publishing, Stroud, Gloucestershire, 1999) p.61. 42 – E.G. Bowen, [italics] Radar Days, [/italics] p.109. 43 – Alfred Price, [italics] Instruments of Darkness, [/italics] (Macdonald and Jane’s, 1977) p.21. 44 – Ibid., pp.22-23 & 47-48. 45 – Ibid., pp 60-61 & 62-63. 46 – Colin Latham and Anne Stobbs, [italics] Pioneers of. Radar [/italics] p.253. 47 – Sir Arthur T. Harris, Despatch on War Operations 23 February 1942 to 8 May 1945 (Frank Cass, 1995) p.9. 48 – Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries, [/italics] (Viking, 1985) p.335. 49 – Mark Arnold-Foster, [italics] The World at War, [/italics] p.268. 50 – R.V. Jones, [italics] Most Secret War, [/italics] (Hamish Hamilton, 1978) p.430 51 – PRO Air 17/1376, No 223 Squadron's Operations Record Book, F.540 52 – Mark K. Wells, [italics] Courage and Air Warfare [/italics] (Frank Cass, 1955) pp.18-20 53 – Martin Streetly, [italics] Confound & Destroy, [/italics] (Jane's, 1978) p.79 54 – R.V. Jones, Most Secret War, pp.458-459 55 – David Irving, The Mare's Nest: The war Against Hitler's Secret 'Vengeance' Weapons (Panther Books, Granada Publishing Limited, 1964) p.115 56 – PRO Air 41/46, p.77; David Irving, [italics] The Mare's Nest, [/italics] p.141 and footnote. 57 – PRO Air 25/782, para.25. 58 – Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Record 1939-1945, [/italics] p.608 59 – PRO Air 24/782; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book, 1939-1945, [/italics] pp.612-613 [page break] 123 60 – PRO Air 24/782; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational record Book 1939-1945, [/italics] pp.613-614 61 – RAF Form 414, Pilot's Flying Log Book – Hastie; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] pp. 619-620 62 – PRO Air 24/303, Air 27/1376. Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] pp.620-621 63 – PRO Air 24/782; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Record Book 1939-1945, [/italics] pp.623-624 64 – PRO Air 27/1376; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Record 1939-1945, [/italics] p.625 65 – PRO Air 24/301; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command war Diaries: An Operational Reference Book 1939-1945, [/italics] pp.625-626 66 – Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] p.627 67 – PRO Air 25/783, p.5; [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] pp.630-631; PRO Air 27/1376 68 – PRO Air 27/1376; [italics] The Bomber Command War Diaries: An Operational Reference Book, [/italics] pp.632-634 69 – PRO Air 27/1376 70 – PRO Air 24/303; PRO Air 27/1376 71 – Ibid 72 – PRO Air 24/303; PRO Air 27/1376 73 – Ibid 74 – PRO Air 27/1376 75 – Ibid 76 – PRO Air 24/307; PRO Air 27/1376 77 – Ibid 78 – PRO Air 27/1376; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] pp.666-668 79 – Ibid 80 – PRO Air 14/2894; PRO Air 27/1376 81 – PRO Air 24/311 82 – PRO Air 14/2894; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] p.674 83 – PRO Air 24/311; Martin Middlebrook and Chris Everitt, [italics] The Bomber Command War Diaries: An Operational Reference Book 1939-1945, [/italics] p.676 84 – PRO Air 27/1376; PRO Air 14/2894 85 – Ibid 86 – Based on information kindly provided by the Air Historical Branch. 87 – Based on information kindly furnished by the Air Historical Branch. 88 – Based on information kindly furnished by the Air Historical Branch. [page break] 124 BIBLIOGRAPHY PRIMARY SOURCES. A – UNPUBLISHED DOCUMENTS 1. Air Ministry Air 8 – Department of Chief of Air Staff Air 14 – Bomber Command. Air 14/2894. Air 20 – Unregistered Papers. Air 20/1962 Air 24 – Operational Record Books-Commands. Air 24/301, Air 24/303, Air 24/307, Air 24/311, Air 24/782. Air 25 – Operational Record Books-Groups. Air 25/782, Air 25/783. Air 27 – Operational Record Books-Squadrons. Air 27/1376. Air 41 – Air Historical Branch Monographs & Narratives. Air 41/46 Form 414, Pilot's Flying Logbook – F/O R.M. Hastie 2. Personal Correspondence Letters Roy Hastie – Author Letters Harry Palmer – Author PRIMARY SOURCES. B – PUBLISHED DOCUMENTS 1. Official Histories, Diaries and Memoirs Air Historical Branch – Information. Central Office of Information, [italics] The Battle of the Atlantic [/italics] (HMSO, 1946). [italics] Coastal Command's War Record 1939-1945. [/italics] Harris, Sir Arthur T., [italics] Despatch on War Operations [/italics] (Frank Cass, 1995) (This publication is identical to the actual Despatch to be found at the Public Record Office under the Reference Air 20/1962). Jones, R.V. [italics] Most Secret War [/italics] (Hamish Hamilton, 1978). Ministry of Information, [italics] Atlantic Bridge [/italics] (HMSO, 1945) Richards, Denis, [italics] Royal Air Force 1939-1945, [/italics] Vol.I (HMSO,1953) [page break] 125 SECONDARY SOURCES 1. Published Books Arnold-Foster, Mark, [italics] The World at War [/italics] (Collins, 1974) Barker, Ralph, [italics] The Blockade Busters [/italics] (Chatto and Windus, 1976) Bowen, E.G., [italics] Radar Days [/italics] (Adam Hilger, Bristol, 1987) Churchill, Winston, S. [italics] The Hinge of Fate [/italics] (The Reprint Society, 1953) Churchill, Winston, S. [italics] The Second World War, [/italics] Vol.II (Cassell & Co Ltd, 1949) Churchill, Winston, S. [italics] The Second World War, [/italics] Vol.III (Cassell & Co Ltd, 1950) Costello, John and Hughes, Terry, [italics] The Battle of the Atlantic [/italics] (Collins, 1977) Gann, Ernest K., [italics] Fate is the Hunter [/italics] (Hodder, 1961) Gilbert, Martin, Winston S. Churchill: [italics] Finest Hour 1939-1941, [/italics] Vol.VI (Houghton Mifflin Company, Boston, 1983) Harris, Sir Arthur, [italics] Bomber Offensive [/italics] (Collins, 1947) Irving, David, [italics] The Mare's Nest, The War Against Hitler's Secret 'Vengeance' Weapons [/italics] (Panther Books, Granada Publishing Limited 1964) Latham, Colin, and Stobbs, Anne, [italics] Pioneers of Radar [/italics] (Sutton Publishing, Stroud, 1999) Manson, Jock, [italics] United in Effort [/italics] (Air-Britain Historians Ltd, Tunbridge Wells, 1997) Middlebrook, Martin, and Everitt, Chris. [italics] The Bomber Command War Diaries: An Operational Record 1939-1945 [/italics] (Viking, 1985) Price, Alfred, [italics] Instruments of Darkness[/italics] (Macdonald and Jane's, 1977) Pritchard, David, [italics] The Radar War [/italics] (Patrick Stephens Ltd, Wellingborough, 1989) Pye, Michael, [italics] The King Over the Water [/italics] (Hutchinson, 1981) Rahn, Werner, 'The War at Sea in the Atlantic and in the Arctic Ocean' in Research Institute for Military History, Potsdam, Germany (eds.) Germany and the Second World War: Vol. VI [italics] The Global War [/italics] (Clarendon Press, Oxford, 2001) Slader, John, [italics] The Red Duster at War [/italics] (William Kimber, 1988) Streetly, Martin, [italics] Confound & Destroy [/italics] (Jane's 1978) Times, The, [italics] British War Production [/italics] (Printing House Square, 1945) Wells, Mark K. [italics] Courage and Air Warfare [/italics] (Frank Cass, 1955) Williams, Andrew, [italics] The Battle of the Atlantic [/italics] (BBC Worldwide Ltd, 2002) Wellum, Geoffrey, [italics] First Light [/italics] (Penguin Books, 2003) [page break] 126 2. Chronologies, Pamphlets, Journals and Proceedings Picton-Phillips, D.B. ed. [italics] The Military Chest, [/italics] Vol.2 No 5 (Picton Print, Wiltshire, September/October 1983) [page break] 127 Index 100-octane aviation fuel . . . 37 220 Squadron . . . 11 80 (Signals) Wing . . . 61, 63 87-octane aviation fuel . . . 37 Aachen . . . 80 Aberystwyth . . . 14 Admiral Doenitz . . . 58 Admiral King . . . 28, 30, 31 Admiral Ramsay . . . 13 Admiralty . . . 17, 27, 57, 60, 112 After Order . . . 56 Air Chief Marshal Sir Frederick Bowhill . . . 29 Air Component . . . 19, 109 Air Marshal Portal . . . 48 Air Ministry Research Establishment . . . 61 Air Training Corps . . . 24, 74 Air Vice Marshal Addison . . . 66, 92 Airborne Cigar . . . 64, 66, 97 Airborne interception . . . 62 Airspeed Oxford . . . 15, 91 Alcatraz . . . 31 Alcock and Brown . . . 28 Aldergrove . . . 28, 100 Allan Glen's School . . . 9 [italics] Altmark [/italics] . . . 11, 102 Ameland . . . 23,25 AMM3c Harry Boots . . . 36, 58 Amsterdam . . . 94 Anderson Brothers . . . 10, 92 AOC-in-C . . . 4, 18, 25, 61 Appleton . . . 60 Archangel . . . 18 Ardennes offensive . . . 82 Aruba . . . 28 Aschaffenburg . . . 80 ASV . . . 22, 23, 27, 28, 43, 97, 121 Atlantic Ferry Organisation . . . 29 Avro Anson . . . 75, 94 Avro Tutor . . . 16 Babbacombe . . . 14 Bahamas . . . 4, 5, 46, 47, 49, 50, 55, 72, 92 Ball bearing industry . . . 22 Baltic . . . 22 Banff . . . 82 Bannerman Town . . . 54 Barford St John . . . 90 Barnett . . . 60 Battle of Britain . . . 14, 27, 61, 109 Battle of the Atlantic . . . 3, 5, 57, 58, 104, 121, 122, 124, 125 Battlefield School . . . 9 Bay of Biscay . . . 26, 110 Beatty draft . . . 45 Beaufort . . . 24 Beecroft . . . 77, 82, 83, 85, 86 Belgium. . . . 13, 71, 80, 84, 85, 86, 87, 88, 102, 103, 109 Benito . . . 60, 67, 97 Bergkamen . . . 88 Binnie . . . 51 [italics] Bismarck [/italics] . . . 17, 100 Blackpool . . . 12, 14. 17, 45 Blenheims . . . 19, 103, 109, 110 Bletchley . . . 57, 61 Bluie West . . . 29, 40, 42 Bob Lawrence . . . 87 Bochum . . . 79 Bohlen . . . 86 Bomber Command . . . 2, 5, 18, 22, 23, 27, 28, 58, 59, 62, 63, 66, 68, 69, 70, 72, 75, 79, 80, 82, 83, 85, 88, 98, 105, 122, 123, 124, 125 Bonn . . . 82, 86 Boston Harbour . . . 47 Boulogne . . . 94, 109 Bournemouth . . . 21 Boys' Brigade . . . 9 Braun . . . 60 Brest . . . 17, 102, 109 Bret . . . 60 Bristol Channel . . . 27 British Embassy . . . 37 British Expeditionary Force . . . 13, 19, 109 British Institute of Engineering Technology . . . 10 Brussels . . . 78, 79, 94 Brux . . . 85 Bull's Eye . . . 76 Caimanera . . . 33 Canada . . . 17, 28, 39, 45, 55, 100 Cape Hatteras . . . 28 Cape of Good Hope . . . 34, 38 [page break] 128 Captain Lilly . . . 39 Caribbean . . . 2, 4, 28, 32, 34, 45, 48, 49, 50, 110 Carpet . . . 68, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 97 Castrop-Rauxel . . . 80 Catfoss . . . 45 Cathcart . . . 9, 12 Catterick . . . 19, 106 Centrimetric radar . . . 57 Chain Home (CH) . . . 61 Channel Islands . . . 21 Cheddington . . . 76 Chemnitz . . . 86 Cherry Point . . . 32 Chipmunk . . . 93 Church of St. Andrews . . . 51 Coastal Command . . . 1, 2, 4, 5, 16, 17, 18, 19, 20, 25, 26,27, 28, 34, 45, 48, 50, 55, 58, 72, 75, 82, 95, 97, 100, 101, 103, 105, 109, 124 Cologne . . . 27, 78, 83, 89 Cologne/Nippes marshalling yards . . . 82 Commissioned as a Pilot Officer . . . 54 Convoy system . . . 32 Convoy, TM1 . . . 34 Cornwall . . . 19, 104, 110, 111 Corona . . . 66, 97 Cranwell . . . 92 Crossbow . . . 69, 97 Croydon . . . 91, 94 Cuba . . . 32, 34 Curacao . . . 28 D.C.T. Bennett . . . 28, 30 Dakota . . . 29 Darmstadt . . . 87 Dartboard . . . 66, 97 D-Day . . . 66, 68, 69, 73 Denmark . . . 22, 78, 103 Denmark Strait . . . 100 Dessau . . . 89 DH 82 . . . 7 Digne . . . 94 Dinah . . . 71 Dishforth . . . 92 Distinguished Flying Cross . . . 92, 95 Donibristle . . . 93 Donitz . . . 28 Donna Nook . . . 23 Dortmund . . . 79, 80, 87 Dortmund-Ems Canal . . . 79, 80, 88 Dorval . . . 29, 30, 39 Dover . . . 13 Dr Hans Plendl . . . 60 Dr R.V. Jones . . . 61 Dr Schaht . . . 59 Dr Yagi . . . 60 Dresden . . . 86 Drumstick . . . 67, 97 Duisburg . . . 80, 82, 85, 87 Duke of Windsor . . . 3, 5, 48, 49 Dulmen . . . 84 Duncan Sandys . . . 69, 72, 97 Dungeness . . . 85, 88 Dunwich . . . 63 Durlacher . . . 81 Dusseldorf . . . 87 Dutch Guyana . . . 32 E-Boat . . . 16 Edinburgh Field . . . 33, 35 El Alamein . . . 57, 117, 118 Eleuthera . . . 5, 53, 54 Empire Air Training Scheme . . . 12, 46 Empire State Building . . . 38 English Channel . . . 16, 22, 110 Enigma . . . 57 Escort Carrier . . . 57 Essen . . . 62, 80, 81 Exuma Sound . . . 53 Faraday . . . 60 Farnborough . . . 19, 106, 109 Feltwell . . . 91 Ferry Command . . . 29, 39 Fidget . . . 68, 97 Fighter Affiliation . . . 91 Fleet Air Arm . . . 37, 102 Flensburg . . . 70, 97 Flight Lieutenant B. James . . . 75 Flight Lieutenant Hughes . . . 7 Florence . . . 94 Florida . . . 32, 95, 96 Flt. Lt. Allies . . . 76 Flying badge . . . 15 Flying instructor . . . 4, 5, 16, 92 Flying Officer Christopher Spicer . . . 5, 73, 88, Flying Officer Leon (Soapy) Hudson . . . 73 Flying Officer Moyer . . . 23 Food rationing . . . 11, 38 [page break] 129 Fort Hamilton . . . 47 Fort Montagu Hotel . . . 48 Fort Montague . . . 54 France . . . 11, 13, 19, 27, 49, 71, 79, 84, 85, 86, 87, 88, 90, 103, 106, 109 Frankfurt . . . 79, 84, 87 Freya . . . 60, 63, 97, 98 Freya-Halbe . . . 64 Frieburg . . . 88 Frisians . . . 21 Gander . . . 28, 55 Gee . . . 62, 98 Gelsenkirchen . . . 85, 89 General Arnold . . . 47 General Montgomery . . . 57, 118 General Rommel . . . 57 General Strike . . . 9 George Cole . . . 51 George Washington Bridge . . . 38 German Army . . . 13, 69, 76, 77, 98, 117 Gibraltar . . . 34, 104, 105 Glasgow . . . 3, 8, 9, 11, 12, 31, 35, 41, 44, 45, 46, 51, 58, 92, 94 [italics] Gneisenau [/italics] . . . 17, 20, 102, 109 Goldfish Club . . . 3, 54 Goose Bay . . . 29, 30, 39 Government Code and Cipher School . . . 61 [italics] Graf Spee [/italics] . . . 11, 60 Grand Central Station . . . 31, 38 Grantham . . . 14 Gravenhorst . . . 87 Greenland . . . 17, 29, 30, 36, 39, 40, 42, 104 Grevenbroich . . . 84 Grimsby . . . 24 Ground Cigar . . . 64, 66, 98 Ground Controlled Interception . . . 62, 99 Ground Grocer . . . 63, 64, 66, 68, 98 Group Captain L.R.S. Freestone OBE . . . 74 Group Captain R.N. Waite RAF . . . 48 Group Captain T.C. Dickens . . . 72 Guantanamo Bay . . . 32 Gulf of Mexico . . . 32 Gulf of Venezuela . . . 28 H2S . . . 62, 70, 71, 98 Hagen . . . 80 Hamburg . . . 62, 65, 85, 89 Hampton Roads . . . 28 Hangelar/Bonn . . . 82 Hannover . . . 79, 84 Hans von Seeckt . . . 59 Harry Palmer . . . 1, 18, 21, 24, 25, 35, 121, 124 Harvard . . . 32 Heligoland . . . 25, 78 Hemmingstedt and Harburg . . . 89 Herne . . . 89 Hertz . . . 60 Hillman Minx . . . 93 Hitler . . . 4, 11, 16, 20, 23, 58, 59, 69, 84, 115, 117, 122, 125 HMS [italics] Curacao [/italics] . . . 47 HMS [italics] Hood [/italics] . . . 17 HMS [italics] Royal Oak [/italics] . . . 10 Holland . . . 13, 19, 70, 77, 78, 86, 87, 100, 102, 103, 109 Homburg . . . 78 Homing torpedo . . . 58 HQ No 18 Group . . . 21 Hudson, Lockheed . . . 2, 3, 4, 18, 19, 20, 21, 23, 24, 25, 26, 29, 32, 36, 37, 39, 42, 43, 44, 88, 90, 100, 101, 102, 103, 104, 105 Hudson River . . . 31, 47 Hulsmeyer . . . 60 Humber-Hillmans . . . 10 Hurricane . . . 91 Iceland . . . 17, 29, 42, 100, 104, 105, 111 IFF . . . 67, 88, 98 Integrated air defence system . . . 61 Isa Hastie . . . 35, 44, 45, 51, 58, 92, 93, 95 ITW . . . 14, 74 Jack Badger . . . 24, 27 Jamaica . . . 37 Jersey . . . 94 John Hastie . . . 9 John Randall . . . 58 John Searby . . . 28 Jostle IV . . . 71, 76, 80 Juvancourt . . . 90 Kaiser . . . 59 Kamen . . . 88 Karlsruhe . . . 80, 81, 86 Kassbohrer . . . 82 Kattegat . . . 22 Kiel . . . 85, 90 Kingston . . . 37 Knickebein . . . 60, 61 [page break] 130 Koblenz . . . 86 Kuhnhold . . . 60 La Brea . . . 33 Labrador . . . 30, 39 Leicester . . . 45 Leige . . . 79 Lend Lease . . . 14 Leuchars . . . 21 Leuna . . . 81, 84 Lewis . . . 43 Liberator . . . 5, 17, 29, 48, 49, 50, 55, 57, 76, 79, 87, 88, 90. 91, 92, 110 Liberator D.620 . . . 78 Liberator, G for George . . . 90 Lichfield . . . 92 Lichtenstein B.C . . . 67 Lieutenant Prien . . . 10 Lille . . . 95 Limavady . . . 19, 22, 43 Lindesnaes . . . 22 Lisbon . . . 49, 94 Loch Foyle . . . 43 Lord Beaverbrook . . . 82 Lorenz beam . . . 60 Lorenz Company . . . 60 Lough Foyle . . . 20 Lubeck . . . 22 Ludwigshafen . . . 81, 86 Luftwaffe . . . 13, 15, 22, 60, 61, 62, 63, 64, 65, 66, 67, 69, 70, 71, 73, 78, 84, 89, 98, 102, 109 Lulsgate Bottom . . . 92 Lundy Island . . . 27 Luxembourg . . . 13, 94 Lyon . . . 94 Magdeburg . . . 85, 86 Maginius-Deutz . . . 82 Mainz . . . 86 Malin Head . . . 43 Mandrel . . . 63, 64, 66, 67, 68, 69, 71, 78, 79, 80, 83, 84, 85, 86, 87, 88, 89, 97, 98 Mandrel Screen . . . 69, 78 Mannheim . . . 83, 84, 86 Manston . . . 79 Master Bomber . . . 87 Maurice Anderson . . . 93 Max Aitken . . . 82 Maxwell . . . 60 McLaughlins . . . 35 Merchant Aircraft Carriers . . . 39 Metz . . . 84 Miami . . . 4, 32, 36, 37, 47, 54, 55 Mike Couper . . . 94 Miles Martinet aircraft . . . 74 Mittelland Canal . . . 80, 87 Monheim . . . 87 Monica . . . 70, 97, 98 Monte Carlo . . . 6, 93, 94, 95 Monte Carlo Rally . . . 93 Montego Bay . . . 37 Montreal . . . 30, 32, 38, 39, 55 Morrison Field . . . 32 Motor Vessel [italics] Inge [/italics] . . . 25 Mount Florida Church . . . 45 Mr and Mrs Dynes . . . 38 Mr and Mrs Wallis . . . 39 Mr Neilson . . . 95 Mrs Margaret Beveridge . . . 31 Munich . . . 82, 84 Munster . . . 87, 89 Murmansk . . . 18 Nassau . . . 4, 47, 48, 49, 50, 51, 53, 54, 55 Nassau Radio . . . 51 National Service . . . 10 Naxos . . . 70, 98 Neuss . . . 80, 87 Nevers . . . 94 Neville Chamberlain . . . 10 New Providence Island . . . 48 New York . . . 4, 31, 32, 38, 46, 48, 54 Newfoundland . . . 30, 38, 55 No 1 Group . . . 64 No 10 AGS . . . 73, 74, 75 No 100 Group . . . 2, 66, 69, 72, 76, 82 No 11 Elementary Flying Training School . . . 7, 14 No 11 Reserve Flying School . . . 93 No 111 (General Reconnaissance) Operational Training Unit . . . 47, 50 No 1332 Heavy Conversion Unit . . . 91 No 1688 Battle Defence Training Flight . . . 91 No 214 Squadron . . . 72, 76 No 223 Squadron . . . 2, 69, 72, 75, 76, 91, 119, 122 No 3 Flying Training School . . . 15 No 3 School of General Reconnaissance . . . 17 No 6 (Coastal) OTU . . . 18 [page break] 131 No 7 Flying Instructor's School . . . 92 No. 53 Squadron . . . 2, 4, 19, 28, 33, 106, 109, 111 North Africa . . . 38, 57, 100, 104, 117, 119 North American B25 Mitchell . . . 5, 48, 49, 50, 52 North Carolina . . . 28, 37 North Coates . . . 20, 21, 23, 24 Northern Ireland . . . 19, 20, 28, 111 Norway . . . 11, 20, 21, 23, 102, 103, 105 Nova Scotia . . . 55 Number 25 Course . . . 55 Nuremberg . . . 80 Nurnberg . . . 84 Oakes Airfield . . . 48 Oberhausen . . . 78 Oboe . . . 62, 82, 98 Odiham . . . 19, 109 Operation Dynamo . . . 13 Operation Gisella . . . 89 Operation Torch . . . 38, 57 Oslo . . . 61, 94 Oslo Report . . . 61 Padgate . . . 12 Paris . . . 94 Parramaribo . . . 36 Pas de Calais . . . 68 Pearl Harbour . . . 27 Perth . . . 7, 8, 14, 93, 95 Pfieffer . . . 31 Pforzheim . . . 87 Pilot Officer Davey . . . 53 Pilot Officer E.P. Youngs . . . 76 Pilot Officer Jones . . . 52 Pilot Officer Risbey . . . 36 Pilot Officer. B.S. Beecroft . . . 76 Piperack . . . 71, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 98 Pleasantville Construction Incorporated . . . 48 PNB . . . 73, 74, 75 Politz . . . 82 Prague . . . 94 President Hindenburg . . . 59 President Roosevelt . . . 33 Prestwick . . . 29, 42, 43, 44, 55, 92 Princeton Club . . . 3, 38 [italics] Prinz Eugen [/italics] . . . 17 Proctor . . . 91 Professor Oliphant . . . 57 Propaganda leaflets . . . 16 Providence . . . 5, 30, 31, 37, 47, 50, 51, 54 Puerto Rico . . . 32, 35 QGH . . . 20 Quonset Point . . . 4, 29, 30, 38 Radar . . . 17, 22, 27, 28, 43, 60, 61, 62, 63, 65, 67, 68, 69, 70, 71, 84, 87, 92, 97, 98, 99, 105 Radio countermeasures . . . 63, 68 Radio direction finding . . . 60 RAF Catfoss . . . 45 RAF Cheadle . . . 61 RAF Cranwell . . . 16 RAF Delegation . . . 48 RAF Docking . . . 44 RAF Northwood . . . 95 RAF Oulton . . . 5, 72, 78 RAF Padgate . . . 12 RAF Walney Island . . . 73 RAF Y Service . . . 61 RCAF Lachine . . . 39 RCM plan on D-Day . . . 68 Reefer Patrol . . . 21 Reichwehr . . . 59 Reverend John Ramsay . . . 45 Reykjavik . . . 29, 42 Rheims . . . 94 Rhode Island . . . 4, 29, 30, 39 Riccal . . . 91 River Clyde . . . 47 River Plate . . . 11 Rockefeller Centre . . . 38 Rootes Ltd . . . 92 Rositz . . . 86 Rotterdam . . . 25, 102, 109 Rover Patrol . . . 24 Royal Air Force Volunteer Reserve . . . 1, 6, 11, 15, 54, 93, 94, 95 Royal Life Saving Society's Bronze Medallion . . . 9 Ruhr . . . 82 Russia . . . 16, 18, 57, 107 San Juan . . . 32, 33, 36 Scapa Flow . . . 10 [italics] Scharnhorst [/italics] . . . 17, 20, 102, 109 Schnorkel . . . 58 Scone . . . 14 Scottish Motor Transport . . . 10 Sea Frontiers . . . 28 Sergeant R.C. Lawrence . . . 75 [page break] 132 Seetakt . . . 17, 60, 98 Sergeant Allan . . . 54 Sergeant Ches. Weston . . . 73 Sergeant Dan Poitven . . . 27 Sergeant Jim Brown . . . 73 Sergeant P. Lovatt . . . 75 Sergeant Palmer . . . 18, 23 Sergeant Penfold . . . 18 Sergeant R. Jones . . . 75, 76 Sergeant Sydney Pienaar . . . 73 Serrate . . . 68, 98 Shell Group . . . 34 Shipping losses . . . 11, 17, 30 Shiver . . . 63, 98 Short Stirling . . . 78 Siegen . . . 86 Silver Meteor . . . 55 Sir Arthur Harris . . . 18, 22, 62, 87, 121 Sir Charles Dundas . . . 49 Sir Hugh Dowding . . . 61 SN2 . . . 68, 70, 71, 98 South Cerney . . . 15, 16 South of Ireland . . . 16 Special Tinsel . . . 65, 66 Special Window Force . . . 78, 79, 82 Spiral . . . 52 Spitfire . . . 91 Sqn Ldr Lindsay . . . 16 Squadron Leader Rands . . . 40 Squire's Gate . . . 17, 18 SS [italics] Athenia [/italics] . . . 10 SS [italics] Lady Somers [/italics] . . . 49 SS [italics] Normandy [/italics] . . . 47 SS [italics] Queen Elizabeth [/italics] . . . 4, 46 SS [italics] Queen Mary [/italics] . . . 47, 48 St Eval . . . 19, 25, 29, 36 St John's Wood . . . 73 St Malo . . . 21, 22 St Mungo Halls . . . 8, 11 St Lawrence River . . . 32 Sterkrade . . . 80 Stornoway . . . 42, 43 Stow College . . . 10 Stuttgart . . . 66, 84, 85 Suez Canal . . . 57 Sweden . . . 22 Tatzs Place . . . 33 Taxable, Operation . . . 68 Taxable and Glimmer, Operations . . . 68 Telecommunications Research Establishment . . . 61, 121 The Hague . . . 70, 77, 94 Thornaby . . . 18 Thorney Island . . . 21 Tiger Moth . . . 7, 15, 93 Tinsel . . . 63, 65, 66, 98 [italics] Tirpitz [/italics] . . . 23 Transair Ltd . . . 94 Transport Command . . . 55, 91, 92, 111 Trinidad . . . 4, 28, 32, 33, 34, 35, 36, 38, 110 Tuve . . . 60 [italics] U108 [/italics] . . . 35 [italics] U116 [/italics] . . . 34 [italics] U134 [/italics] . . . 34 [italics] U217 [/italics] . . . 35 [italics] U332 [/italics] . . . 35 [italics] U459 [/italics] . . . 34 [italics] U460 [/italics] . . . 34 [italics] U509 [/italics] . . . 34 [italics] U512 [/italics] . . . 35 U-boats . . . 4, 5, 10, 16, 17, 20, 26, 27, 28, 30, 31, 32, 34, 35, 36, 38, 46, 57, 58, 105, 110, 111 Ulm . . . 82 V1 . . . 69, 73, 98 V2 . . . 69, 70, 72, 76, 77, 98 Vengeance weapons . . . 69 Venlo . . . 94 Virginia . . . 32, 37 WAAF . . . 42 Waller Field . . . 33 Wanne-Eickel . . . 79, 85, 86 Warrant Officer F.M Watson . . . 73 Warrington . . . 12, 13 Weimar . . . 59 Weisbaden . . . 86 Wesel . . . 89 West Kingsdown . . . 65, 66 Western Approaches . . . 20, 111 Western Motor Company . . . 10 Wg. Cdr. H.H. Burnell . . . 91 Wg. Cdr. Jimmy Leggate . . . 35 Wiesbaden . . . 86 Window . . . 65, 66, 68, 69, 70, 71, 76, 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 98, 99 Windrush . . . 15 Windsor Field . . . 48, 50 [page break] 133 Wing Commander E.B. Addison . . . 61 Winston Churchill . . . 14, 28, 33, 97 Worms . . . 87 Wurzburg . . . 60, 62, 63, 65, 98, 99 X-Gerät . . . 60 Y-Gerät . . . 60 Youngs . . . 77, 82, 83, 85, 86 Yucatan Channel . . . 34 Zeitz . . . 85 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Hastie DFC: The Life and Times of a Wartime Pilot Description An account of the resource A biography of Roy Hastie. Creator An entity primarily responsible for making the resource Peter Lovatt Date A point or period of time associated with an event in the lifecycle of the resource 2003-10 Spatial Coverage Spatial characteristics of the resource. 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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. Publisher An entity responsible for making the resource available IBCC Digital Archive Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Wehrmacht. Kriegsmarine Language A language of the resource eng Type The nature or genre of the resource Text Text. Memoir Format The file format, physical medium, or dimensions of the resource 142 printed sheets Identifier An unambiguous reference to the resource within a given context BLovattPHastieRv2 Contributor An entity responsible for making contributions to the resource Maureen Clarke Peter Bradbury 1 Group 100 Group 101 Squadron 157 Squadron 2 Group 214 Squadron 223 Squadron 3 Group 4 Group 6 Group 8 Group 85 Squadron 88 Squadron air gunner aircrew anti-aircraft fire B-17 B-24 B-25 bale out Beaufighter Bismarck Botha C-47 Chamberlain, Neville (1869-1940) Churchill, Winston (1874-1965) crash crewing up Distinguished Flying Cross entertainment evacuation Flying Training School Gee Gneisenau Goldfish Club ground personnel H2S Halifax Harris, Arthur Travers (1892-1984) Harvard He 111 Heavy Conversion Unit Hitler, Adolf (1889-1945) Hudson Hurricane Initial Training Wing Ju 88 Lancaster love and romance Martinet Me 109 Me 110 mine laying Mosquito Mussolini, Benito (1883-1945) navigator Nissen hut Oboe Operational Training Unit Oxford Pathfinders pilot Prinz Eugen Proctor radar RAF Banff RAF Catfoss RAF Catterick RAF Chedburgh RAF Cranwell RAF Dishforth RAF Farnborough RAF Horsham St Faith RAF Kinloss RAF Leuchars RAF Lichfield RAF Lyneham RAF Manston RAF North Coates RAF Oulton RAF Padgate RAF Prestwick RAF Riccall RAF Silloth RAF South Cerney RAF St Eval RAF Thornaby RAF Thorney Island RAF Windrush RAF Woodbridge Roosevelt, Franklin Delano (1882-1945) Scharnhorst Spitfire sport Stirling Swordfish Tiger Moth Tirpitz training V-1 V-2 V-weapon Whitley Window wireless operator Women’s Auxiliary Air Force https://ibccdigitalarchive.lincoln.ac.uk/files/original/1752/35559/BWatersIWatersDWv3.pdf 7f7f44053ccf3be28c89797784b4570f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Waters, Douglas Wilmott D W Waters Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2020-09-07 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Waters, DW Description An account of the resource 17 items. The collection concerns Sergeant Douglas Wilmott Waters (b. 1920, 910761, 710761 Royal Air Force) and contains photographs and documents. He flew operations as a wireless operator / air gunner with 214 Squadron and became a prisoner of war. The collection has been donated to the IBCC Digital Archive by Ian Wilmott Waters and catalogued by Barry Hunter. Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document Douglas Wilmott Waters CPM I was born in Dover, Kent on 22nd October 1920 and at that time we were living in Castle Avenue. At the age of 6 I went to a Convent, which was handy it being situated at the end of Castle Ave. I was late going to school due to some illness. However the Nuns did teach me to read. On my 8th birthday I went to the junior school of the Dover County School now known as Dover Grammer School. My first teacher was Miss Rookwood. She was a very well-known character in Dover a wonderful teacher. However she made me, as was common in those days, change from a left-handed writer into a right handed writer as a result I did suffer a stutter. In 1930 we moved to Pencester Road which is in the centre of Dover and we lived there for the next 4 years. In 1932 our school moved into a brand new building built on Whinless Down which meant my brothers had a walk of about a mile. I suppose I could consider myself an average pupil. It was a grammar school where we were screened and I was in the B stream. We had three streams A, B, and C. However I did manage when I was 12 years old to get a prize for making the best endeavors [sic] in the junior school. My Father decided that he would like a country life so in the early thirties he bought a field of about 4 – 5 acres in the village of Whitfield. He had a house built and on the land put in chicken houses and pigsties. [photograph] [italics] The house at Whitfield [/italics] In due course we ended up with about 400 chickens, three sows and a boar plus their progeny, two dogs and five ducks. That’s when I became interested in farming. From the age of 13-16 my brothers and I cycled to school a distance of about 4 miles. Lunch we always had at school. It was good and cost in those days 9d a meal i.e. 3/6d a week or in our present money about 16p. When coming up to the age of 16 I decided that I would like to go farming, after the usual discussion with the powers that be the Headmaster of the school, my father and others it was considered to be in my interest that I leave school and work on a farm prior to attending an Agricultural College. So in January 1937 I started work on a farm in Tunstall, nr. Sittingbourne at a weekly wage of 15/9 per week. I worked there for about 9 months and then entered the Kent Farm Institute on a year’s general agricultural course to be followed a year later by a course in Commercial Fruit growing. I passed each course and received two certificates, which disappeared years ago. On my summer vacation in 1938 I worked on Elliots Farm in Penshurst as a Hop measurer earning 10 shillings a day, a fortune in those days. After finishing the fruit course I was offered a job with the Ashdown and General Fruit Company in Horsted Keynes, Sussex. The company had about 1200 acres and grew apples, plums, raspberries, blackcurrents, [sic] cultivated blackberries etc. and had on their land as well as cold stores a jam factory. I was employed primarily as a nurseryman running their fruit nursery, bringing on young trees and plants. I joined the company in June 1939 and war broke out in September that year but I carried on working in fact I was in what was known as a reserved occupation. I clearly recall the sight of the barrage balloons going up around London the day war was declared. 1. [page break] Christmas week 1939 I went home on a week’s holiday and during that week decided I would do my bit and join up. I went to the Army Recruiting office in Dover as I knew the recruiting sergeant-major, he had a son at my school. He asked me how old I was, I said I was just 19 whereupon I was told that as I was under 20 I could only join as a regular. The next day I went by bus to Canterbury to the R.A.F. recruiting office and was told there were vacancies for three grades only – butchers, service police and wireless operators. I chose the latter and on the 9th January 1940 was ordered to report to Uxbridge in London where I was kited [sic] out. With other recruits and then we were all sent off by train to Morecombe where for the next 4 weeks we carried out our basic drills and induction into the R.A.F. We lived in seaside boarding houses. But it was a time of a very cold winter and I will never forget doing P.T. and drill in the ice and snow on the sea front. On leaving Morecombe I was posted to Cosford not doing an awful lot until in April that year I received my posting to No 2 Wireless School at Yatesbury, Wiltshire for a 5 months course. This I completed successfully passing out, as we had to send and receive the month’s course in radio work. Our course consisted of handling radio equipment, using the Aldis Lamp and the use of flags. Our passing out exam consisted of sending and receiving the Morse code. At 21 words per minute, and using the Aldis Lamp, at 9 words per minute. On completion of the radio course I was posted to Stormy Down Aerodrome, Portcawl [sic] Wales for a months gunnery course. This consisted of learning to assemble and strip the Vickers and Browning .303 machine guns and then air to air, flying in Fairy Battles and Whitleys and practising air to air firing at drogues flown by another aircraft. I passed out as a slightly above average gunner. On completion of this course in November 1940 I was posted to the O.T.U. Harwell [Operational Training Unit] for a months course. [photograph] Prior to being posted to an operational Squadron. This course included a milk run over enemy territory. My trip was over the Brest peninsula. No bombs were dropped only at this time leaflets for the French population. The trip was uneventful. On completion of this course we were crewed up and posted to our Squadrons in 3 Group, flying Wellingtons 1C’s. 2. [page break] [photograph] [italics] Wellington Mk.1C. My aircraft was N2746 BU-M manufactured by V-A Chester and delivered July/August 1940 [/italics] I was posted to 214 Squadron in Stradishall, Suffolk on the 9th January 1941 having in the meantime a week’s leave with the family in Gravesend. This was the last time I was to see my father and before I left I had one beer with him in a pub down town. On arrival at Stradishall I was crewed up with Jack Tomlinson the other WOP/AG and the rest of the crew were all sergeants, Mick Elder being the Captain, he having already completed 14 operational trips as a second pilot. During January and February that year very little operational flying was done due to continuous bad weather, we only did one trip to Dusseldorf. By March the weather was improving and on the 12th March we were briefed to bomb the Folke-Wolf aircraft factory in Bremen. I can remember seeing the works clearly as they were beside a river and it was a full moon. We returned that night safely. The following day we were briefed to go to Hamburg. We took off at about 8.30 p.m. on a clear moonlight night, crossed the coast and as usual tested our guns, carried on and crossed the Dutch coast. Before long we ran into heavy flak having been coned by searchlights. I in the front turret fired down at the master searchlight and suddenly all the lights went out. Within a short time whether seconds or minutes I cannot remember how long, the aircraft gave a sudden lurch and commenced to go down. Mick Elder, the Captain gave the order to prepare to bail out. I came out of the front turret and clipped on my chute, and stood by the front hatch. Surrounding the hatch were Tommy Tomkinson the other wo/ag, Sol Glazer the Navigator and the second pilot Vic Bagley. Mick turned and pointed towards the open hatch with his gloved hand indicating that we were to jump. I went first and as I left the plane I saw that one engine was on fire and the plane was heading straight towards the ground. [photograph] [photograph] [italics] Messershmitt 110 G9+HM Leewarden Aerodrome piloted by Ofw. Paul Gildner of NJG 1 Nightfighter squadron 3 [page break] Almost immediately I noticed I was heading into some trees. I was unable to avoid them, as I was much to [sic] low and thereupon crashed into them, coming to rest and hanging about 12 feet from the ground. At the same time as I came to rest I heard the sound of a tremendous explosion as the plane hit the ground and blew up. [photograph] [italics] Wreckage of my Wellington at Jipsinghuizen being inspected by Ofw. Gildner and Uffz. R Muller [/italics] I managed to climb up into the tree and release myself and duly fell to the ground. I saw a crowd of six to eight Dutch spectators from a nearby farmhouse to where I was taken. Within minutes arrived a posse of Dutch police on bicycles from a border police station, which was only a couple of hundred yards up the road. In fact I could see the lights of the border post from where I landed. The village nearby was Jipsinghuizen. I was arrested and eventually handed over to a German Luftwaffe escort which arrived at about 3 a.m. and was driven to Leewarden aerodrome, which was an aerodrome from where the 110 night-fighter that shot us down was stationed. I was told by the Germans at the aerodrome that the rear-gunner Danny had been killed by the night-fighter and that Tommy the other wop/ag had jumped but was much to [sic] low and had been killed on impact with the ground. We had jumped out at about 400 feet. At about 10 a.m after having a meal of ham and black bread I was driven across Holland to Amsterdam and lodged for the night in a cell in the old prison there. 4. [page break] [photograph] [italics] The graves of George Cedric Daniel, Sgt. Alexander Graeme Elder, Victor Laurens Bagley, Sgt Sol Glazer, Sgt. John La Basse Tomkinson in Groningen Cemetary [sic] which I visited 22 May 1999. These are maintained by local school children [/italics] The next day having met another R A F. bod, who had been shot down the night before me, and was also a sole survivor of his crew, we were taken under escort of two guards to the Station at Amsterdam, and taken on an express train to Frankfurt, and duly taken to the airforce Interrogation center Dulag Luft and after three days of questioning entered the main camp. And after enough prisoners had arrived we were then transported by train to a permanent camp Stalag Luft 1 at Barth in North Germany. [photograph] [italics] Stalag Luft 1 25.12.1941 Jackson FAA, Ron Akerman, Trevor Aldwick, Bobby Harwood FAA, myself, Reggie Cullen, George Bessell RFM [/italics] 5 [page break] [photograph] [italics] Stalag Luft 1 16.1.1942 George Bessell, ?, Wilkinson, myself, Ron Akerman, Hamilton, Jackson Trevor Alderwick, Reggie Cullen, Tuby Dickson, Bobby Harwood [/italics] [photograph] [italics] Occupants of Room 23 Stalag Luft 1 28.12.1941 ?, ?, Ron Akerman, Ramon, ?, George Bessell, Wilkie (Wilkinson), Tuby Dickson, myself (lining them up) Ham (Hamilton), ?, Reggie Cullen, Jackson, ?, ? I was there for a year and then transferred to Stalag Luft ꞮꞮꞮ, the camp from which the Great Escape was later to take place. It was at this camp that I met up with Ron Akerman and Reg Cullen, and we remained together for the next 4 years, although within a year Reg Brown joined us. He had been shot down flying in a Lysander dropping arms to the defenders of Calais, who were trying to hold up the advance by the Germans on Dunkirk. Unfortunately Reg was never to make to back to the U.K. being killed by friendly fire when we were shot up by our own planes during the last week of the war.. As the Russians advanced from the East we were moved on 14 July 1944 from Hydekrug on the Baltic coast by cattle truck to Memel. There we were herded into the hold of [italics] The Insterburg [/italics] a 1919 freighter for a three day journey of hell to Swinemunde. On arrival an air raid took place. The battlecruisers 6 [page break] Leipzig and Prinz Eugen moored in the harbour opened fire adding to the deafening noise. During the journey in the Insterburg the toilet was a bucket passed down into the hold by rope which when pulled up the rolling of the boat ensured its contents split [sic] over the Kriegies (POWs) below. It was high Summer – the journey was hell, not to mention the ever present threat of mines or submarines. There would be no escape if the ship was sunk. [photograph] [italics] The Insterburg built 1919 sunk 3 May 1945 [/italics] From there we had a train journey of a day and night, again with no food or sanitation before arriving about 2kms from the camp at Tyshow. It was a day I won’t forget. It was 19 July 1944, the day of the attempted assassination of Hitler. We were then marched up this road. The guards provoked by their commander then started to prod and stab us with their bayonets forcing us to run. The dogs were also set on us. The guard with me, Ron & Reg said he had been a POW in the last war and did not agree with this and we’d be alright if we stayed together and do not try to escape. The guards were then withdrawn. It was then we noticed machine guns in the woods on the side of the road. Passing the word down the line that no one was to break and run. There were also cameras to record the ‘escaping’ POWs who would then have been shot attempting to escape. This event called ‘The Run’ became a recognised war atrocity. We then had to enter a clearing, there was no camp and guards had been positioned either side of the entrance to again attack us as we entered. The German commander who instigated it was later executed by the Russians. [photograph] [italics] Site of “The Run” [/italics] We left here in February 1945 for a march lasting three months with nothing to eat but what we could scavange [sic] from the countryside, potatoes etc. It was during the last week of the war that the barns we were in were attacked by Typhoon fighters of the RAF. Reg who was sleeping next to me in a barn died 7 [page break] instantly along with one other man and a large number were wounded, the barn being set on fire. The end of the war came for me on 2 May 1945 when we were freed by the 6th Airborne division at Luttow. The POW camps I was incarcerated during the war were as follows. Dulag Luft 2 weeks Stalag Luft 1. March 1941 – April 1942 Stalag Luft ꞮꞮꞮ April 1942 – October 1942 Stalag Luft VꞮ (Hydekrug) October 1942 – 14 July 1944 Stalag Luft 1V (Tyshow) 19 July – 7th February 1945 I wish to let you know that if you read the following books in my possession these will give you a very good idea of life as a POW [italics] Not All Glory [/italics] by Vic Gammon who I knew and before his death lived in Tunbridge Wells. [italics] The Last Escape [/italics] and chapters 1, 5, 11, 12 refer very much to what I went through at this time. [italics] Of Ploughs, Planes and Palliasses [/italics] by Percy Wilson Carruthers. These books cover the events described above in far more detail than can be afforded here. [photograph] [italics] Red Cross Map dated 30th June 1944 showing POW camps [/italics] 8 [page break] On the 9th May V.E. day we were flown back to the United Kingdom in a Lancaster attiring at Dunsfold Aerodrome. A trainload of Ex-Kriegies were taken by a special train to Cosford and received a great welcome together with a super meal and the next day a medical kited [sic] out and sent home if one was O.K. After about two weeks on leave went back to Cosford for a full medical and was then offered by the R.A.F. the following options 1. An immediate discharge 2. To carry on serving in the R.A.F. Until your demob group number came or 3 to go to a resettlement centre so as to reorienate oneself back into life again. This I accepted and went to a country house near Rugby for 3 months for a nice easy loaf [sic] doing nothing except seeing wartime news reels films, social events and generally having a nice time. In October 1945 I took my discharge from the airforce although my leave pay was not to cease until January 1946. I rejoined the Ashdown Company on their fruit farms however during the War they had bought 2000 acres of land in the I.O.W. and on one farm found some lovely deep soil so I was asked to go there and set up a fruit nursery bringing on raspberry canes, apple trees etc. The Company helped me commute between Sussex and the I.O.W and gave me a motor cycle which I really enjoyed using, there was very little traffic on the roads in those days. To help me run and set up the nursery I had 7 German prisoners of war working for me, I carried on working there for a year and in February 1947 I saw an advert for the Colonial Police to serve in Northern Rhodesia. I sent for an application form which I completed and sent off. Heard nothing more for about 6 weeks when I received a letter to attend for an interview in London. The interview went well and was sent immediately to Harley Street for a medical and about August was told to attend No4 District Police Training School, Eynsham Hall, Whitney [sic] for a Police training course prior to going to N.R. Whilst on this course I broke my wrist whilst playing basket ball so was held back in England until my wrist healed. I eventually sailed for Africa in May 1948 and it was on this ship that I met your Mother. We were partnered in a deck quoits game. Little did I know that she had seen me the night before drunk with my mates in a half empty swimming pool, while the roll of the ship sent the water from one end of the pool up to the other where we were sitting. My first posting on arrival in N.R. was to Livingstone. However on getting married some eight months later, as there was no married accommodation there we were transferred to Kasama, in the Northern Province a very good move. We went on our first leave to the U.K. in 1951. On our return from leave I had by know [sic] been confirmed on a permanent and pension able basis I took over a rural station Kawambwa and was there for 18 months when I was transferred to Lusaka on Special Branch duties in Force H.Q. After 6 months I went back to Kasama this time as .D.C.I.O. Northern Division. By now my rank was Senior Inspector so on my next leave in 1955 I had to attend a Senior Detectives Officers course held in Wakefield by the West Riding Police. Apparently I did well on this course as shortly after my return I was promoted to Assistant Superintendent and took over the post of D.C.I.O. Lusaka having by this time passed all qualifying exams. Four years later I received my promotion to Superintendent and in 1964 on N.R gaining independence as Zambia became a Senior Superintendent finally retiring in 1967. In Northern Rhodesia I was posted and served in the following areas Livingstone 1948, Kasama 19491951 Kawambwa 1951 – 1952. Force H.Q. 1953 6 Months only Kasama 1954 – 1955. Lusaka C.I.D. 1955 – 1957 Kitwe 1958 C.I.D. Lusaka 1959 – 1964 and finally Force H.Q.C.I.D. as Senior Superintendent as 2 I/C. 9 [page break] [photograph] Lusaka Police HQ [photograph] Receiving The Colonial Police Medal (CPM) I would now like to write about three different cases that I dealt with in my Service in Northern Rhodesia. The first case was in 1950 and I can still remember this so well. As I consider the person I dealt with was the most evil man I have ever seen. During that year I read and heard about a most brutal murder that had occurred in Bulawayo in which an elderly white prospector had been murdered and his body stuffed in a 44 gallon petrol drum and that the murdered mans servant who was suspected of the murder had disappeared. In due course the B.S.A.P. contacted me in Kasama informing me that the servant came from the Mpika District and could we institute an immediate check and if found arrest. I sent two African Constables to Mpika but they returned within the week saying they were unable to find the man. As information from Bulawayo insisted that the accused person was still in his village I contacted Gordon Tredwell the Mpika District Commissioner and he agreed that with the Police Constables should go two District Messengers who would know the area well. However they returned saying that there was no trace of him. Still information showed that the accused was living in the area so I decided to go. I went to Mpika with a couple of African Police, stayed overnight in Mpika and set out at first light by bicycle as the village was off any motor road. As I entered the village I saw an African combing his hair I stopped and asked him if he had seen the man I was looking for. His reply was Bwana he just left the village pointing to a path going in the opposite direction. For some reason perhaps sixth sense I grabbed hold of the man’s right hand and saw immediately the top of his index finger was missing. This was exactly what I was looking for and I knew I had the right man I arrested him for the murder of the old prospector and took him to Kasama and locked him up until the B.S.A.P. escort arrived with the arrest warrant from Bulawayo. During the time he was in our Police cells the African police would not go near him this man’s eyes who I can still picture now radiated pure evil. The Africans considered this man to be evil and bewitched. However he was duly dispatched to Bulawayo and appeared before the High Court, was found guilty of murder and hung.. The second case deals with the mess some people make of their lives and the effect this may have on families. I first came into the picture I think it would have been about 1959. One evening I was called to attend a shooting in the Lusaka Hotel in Cairo Road. A man had been shot whilst kissing a woman in a telephone booth in the hotel foyer. The victim who had been shot in the back was removed to hospital, and the person who carried out the shooting had been apprehended immediately. I formally arrested and took him to Lusaka Police Station, and charged him with the attempted murder of a man called Richardson. He made a complete confession which shows what can happen to anyone when driven to it by family circumstances. He gave me a complete run down of what led him to carry out this dreadful act which could have easily been a murder charge. He had come home that evening from the Copperbelt where he had been selling tyres. He was a tyre salesman and found his house in complete darkness, all lights were off the electricity bill not having been paid and his two young children alone in the house. He knew that his wife had been carrying on with a man called Richardson so in a complete rage he picked up a .22 rifle which he had only purchased the previous week and went looking for the couple and eventually found them in a clinch in a telephone booth in the hotel foyer. He fired at Richardson hitting him in the back 10 [page break] and seriously wounding him. I feel the interesting points about the case are what happened to all the parties involved. The accused was sentenced to 18 months in prison for attempted murder, the wife went back to her home in Durban taking the two children and was killed a year later in a motor accident. Richardson was sent back to England to Stoke Mandeville Hospital as he was now paralysed for life from the waist down. About two years later whilst in hospital in England he asked to see a police officer and Clive Blackwell who was at the time on leave interviewed him: Richardson made a confession to a train robbery in which a mail bag containing about £5,000 in used notes had been stolen. He was the engine driver of the train but after stolen the bag of money had panicked and burnt the lot in the engines firebox. In view of his state of health and the cost of bringing him to trial in Northern Rhodesia he was never prosecuted for the theft.. The final story I will deal with is the case of to my mind a remarkable African called Martin Nondo, He was a Bemba from the village of Bwembya in Chief Mwamba District in the Kasama District. His father had for many years been cook to Supt. Brodie who in the 30’s and 40’s had been in charge of the C.I.D. in N.R. He left school having only had a primary school education, and soon after leaving school took up a life of crime. Over a period of some six or seven years had amassed about 12 to 14 years in prison in both Southern and Northern Rhodesia for burglary, car thefts and prison escapes. He loved cars particularly Rovers. At one time we also had Wolseleys. He also said he could out pace the police cars any day and he did give the traffic police a run for their money. He was also a daring escapee from prison. On one occasion having escaped one night from the Central Prison, Lusaka I was called out and with a large body of Police was looking for him in the Ridgeway area of Lusaka. He had attempted to burgle the Hospital Sisters’ quarters that evening. He was caught several days later and when I spoke to him saying where were you hiding in the Ridgeway he said he saw me and I had passed within two or three feet of him. He was standing up against a tree and being a black man has its advantages as one cannot been seen easily. To sum up it was finally decided in I think 1961 that Martin would serve all his sentences in the maximum security prison in Salisbury. Once again and this upset the B.S.A.P. he escaped. Nothing more was heard from him for the next five years although I had heard rumors [sic] that he had left N.R. and gone north. One day in 1966 after Ian Smith had declared U.D.I. I had a phone call from the British High Commission that Martin Nondo was returning to N.R. and would be arriving on a plane from Dar Salaam landing at Ndola. I drove to Ndola with my chief detective Inspector Kabage who also knew him well from the past. To our surprise he suddenly appeared wearing the uniform of a Major General of the Bulgarian Army and in his luggage which he had not declared there was an A.K.47 and an automatic pistol. On the butt of the pistol inscribed in Cyrillic on a silver plate the words [italics] To comrade Major General Chanda from the Bulgarian General Staff. [/italics] He at first denied being Martin Nondo but after taking him to a hotel for a beer and some sandwiches he admitted who he was and told us a rather remarkable story. Subsequently during the afternoon he was taken to Court and remanded in custody for the illegal importation of arms. His story started from his escape. Reaching N.R. he contacted Kaunda’s party who then arranged for him to travel to Egypt and he was then taken on to Russia. The Russians soon recognized his potential and he received a full military training and that included three years in the Funze Military Academy in Moscow, which included visits to North Vietnam and West Africa etc. Unfortunately the Russians had miscalculated the situation then existing in Zambia. Nondo’s job was to take over the Zambian army, and the Vice President, at the time Kamanga, would take over from Kaunda. However in 1966 both the Army and the Police were still very much under the control of the expatriates and Kaunda having been forewarned of the situation gave orders for Nondo to be returned to prison to serve out the remainder of his sentence. Later that afternoon I drove Martin Nondo to Zambia’s maximum security prison in Kabwe and handed him over. What finally happened to him I know not but as he was to be a prime mover in attempting a coup against the Government I doubt that he will be free for many years. 11 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Douglas Wilmott Waters CPM Description An account of the resource Douglas' autobiography which includes a section on his career after the war. Creator An entity primarily responsible for making the resource Douglas Waters Spatial Coverage Spatial characteristics of the resource. Great Britain England--Dover England--Canterbury England--London England--Morecambe England--Gravesend (Kent) Germany--Düsseldorf Germany--Hamburg Germany--Bremen Netherlands Netherlands--Leeuwarden Netherlands--Amsterdam Netherlands--Groningen Germany--Frankfurt am Main France--Dunkerque France--Calais Lithuania--Šilutė Lithuania--Memel Territory England--Rugby England--Isle of Wight England--Witney Zambia Zambia--Livingstone Zambia--Kawambwa District Zambia--Kasama Zambia--Lusaka England--Wakefield Zambia--Mpika District Zimbabwe--Bulawayo South Africa--Durban England--Stoke Mandeville Zimbabwe--Harare Tanzania--Dar es Salaam Zambia--Ndola District Russia (Federation)--Moscow Poland France Germany Lithuania Russia (Federation) South Africa Zimbabwe Tanzania Poland--Świnoujście Germany--Ruhr (Region) England--Hampshire England--Kent England--Lancashire England--Oxfordshire England--Warwickshire England--Yorkshire France--Pas-de-Calais Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Civilian Royal Air Force Royal Air Force. Bomber Command Language A language of the resource eng Type The nature or genre of the resource Text Text. Memoir Photograph Format The file format, physical medium, or dimensions of the resource Eleven printed sheets Identifier An unambiguous reference to the resource within a given context BWatersIWatersDWv3 Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive Contributor An entity responsible for making contributions to the resource Maureen Clarke Sandra Jones 214 Squadron 3 Group air gunner Air Gunnery School aircrew anti-aircraft fire bale out Battle bombing crash crewing up Dulag Luft final resting place Hitler, Adolf (1889-1945) Lancaster Lysander Me 110 Morse-keyed wireless telegraphy navigator Operation Exodus (1945) Operational Training Unit pilot Prinz Eugen prisoner of war RAF Cosford RAF Dunsfold RAF Harwell RAF Stormy Down RAF Stradishall RAF Yatesbury Stalag Luft 1 Stalag Luft 3 Stalag Luft 4 Stalag Luft 6 strafing the long march training Typhoon Wellington Whitley wireless operator https://ibccdigitalarchive.lincoln.ac.uk/files/original/1857/33286/YAdderM170573v2.pdf 716fe7532dec4c7427830ca2572059db Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Adder, Mervyn M Adder Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-05-29 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Adder, M Description An account of the resource 88 items.&nbsp;The collection concerns Pilot Officer Mervyn Adder (1922 - 1944, 175073 Royal Air Force) and contains his diaries, correspondence and photographs. He flew operations as a navigator with 44 Squadron and was killed 15 March 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Mary Sprakes and catalogued by Nigel Huckins.<br /><br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW207633627 BCX0"><span class="NormalTextRun SCXW207633627 BCX0">Additional information on<span> Mervyn Adder</span></span><span class="NormalTextRun SCXW207633627 BCX0"><span>&nbsp;</span>is available via the</span></span><span class="EOP SCXW207633627 BCX0" data-ccp-props="{&quot;201341983&quot;:0,&quot;335559739&quot;:200,&quot;335559740&quot;:276}">&nbsp;</span><a href="https://losses.internationalbcc.co.uk/loss/100101/">IBCC Losses Database.</a> Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document M. Adder. 153, Albert Ave. Anlaby Rd Hull. Those mighty periods of years Which seem to us so vast, Appear no more before Thy sight, Than yesterday that’s past 90 [deleted] Psalmm [/deleted] [inserted] Psalm [/inserted] [page break] Friends are the end & reward of life. They keep us worthy of ourselves & when we are alone we are only nearer to the absent Stevenson I count myself in nothing else so happy. As in a soul remembering my good friends. Shakespeare Like threads of silver seen through crystal beads. Let love through good deeds show. Arnold. [page break] Mr J. Heath 38, Oxford St. East Kirkby Nottingham Mr. J. Crowe. 12, Empress Ave. Ilford. Essex. [page break] A.N.T. C191 Nav. Inst. Manual C4/10 Almanac 24 Met. D9/4 Comp. D9/2 Protractor D9/49 Rule D9/32. [page break] [underlined] JANUARY [/underlined] [underlined] WED [/underlined] [underlined] 1st:- [/underlined] Stayed in at night as it was snowing – gunfire heard here early in night – 500 people discovered on Pacific island – abandoned by German raider who had sunk their ships – R.A.F raid invasion ports [underlined] THUR [/underlined] [underlined] 2nd:- [/underlined] Went to see ‘My Two Husbands’ at the Tower by myself – very little action in the film – was not impressed very cold at night – freezing – Bremen attacked & about 20,000 incendiaries dropped – fires seen over 100 mls away [underlined] FRI. [/underlined] [underlined] 3rd [/underlined] Bremen again raided – H.M.Sub. [page break] Thunderbolt (late ill-fated Thelis) sinks Italian submarine – Aussies launch attack on Bardia & secure positions – went to Rolands at night & listened to his new records – later went for a walk – still freezing. [underlined] Sat [/underlined] [underlined] 4th [/underlined] Played R.E’s lost 7-5 good game 5” of snow on top – soft underneath very hard going – went to Newington at night – had a very good time – met Mary Boatyman (very nice – dark & slim very pretty) saw her home – she was staying the night with Mary Glansford – more prisoners taken at Bardia received a Christmas Card from Marian in America [page break] Sun. [underlined] 5th [/underlined] Very nice morning – freezing but fresh – went to Cadets with Don & Gee – paraded on Corp. Field – went a walk in the afternoon with Roland Ken Gee & Wriggy – went to Wriggy’s at night – Gee’s gramophone broke – mended it – took nearly all night – [underlined] MON [/underlined] 6th Bardia taken – also over 30,000 prisoners – our casualties about 400 Italians show little fight – have a cold stayed in at night [underlined] TUES [/underlined] 7th Went to see ‘The Boys from [page break] Syracuse’ with Mary – a very funny picture & very American – Amy Johnson missing over Thames Estuary – acting as ferry pilot WED. 8TH Stayed in at night & cleaned part of my bicycle – our western forces pushing on to Tobruk Roland receives his papers – is going to Helmsall [sic] – (between Brigg & Scunthorpe) – N.W Germany bombed THUR [underlined] 9TH [/underlined] Went to Cadets at night intruction [sic] in Navigation & Theory of Flight – [page break] [blank page] [page break] FRI [underlined] 10TH [/underlined] Daylight raid on invasion ports by our bombers escorted by fighters – a very successful raid – 3 enemy fighters shot down – we suffer no losses – Milan & Naples attacked & a 35,000 ton battleship damaged – our forces are pushing on to the West of Tobruk – stayed in at night SAT [underlined] 11TH [/underlined] Played the R.E’s again lost 2-1 played a wrotten [sic] game – went to Newington at night had a good time saw Mary to the bus station [underlined] SUN [/underlined] [underlined] 12TH [/underlined] Went to Cadets in the morning [page break] with Gee & a walk in the afternoon to the Golf Course with Don & Gee & a walk at night with Wriggy & Gee later we went in Wriggy’s house MON [underlined] 13TH [/underlined] Channel ports raided by RAF & fighters machine gun German troop emplacements – stayed in at night & cleaned my bicycle – met Mary in the town after work. [underlined] TUES [/underlined] 14TH. German & Italian aircraft attack convoy in Med. area 12 shot down. HMS Illustrious damaged & HMS Gallant (Des.) HMS Southampton (Cruiser) was also damaged & later had to be sunk [page break] - went to see ‘Andy Hardy Meets Debutante’ with Mary at the Cecil – a very good film & we both enjoyed it. [underlined] WED [/underlined] [underlined] 15th [/underlined] Stayed in at night – dive bombers dropped 1000’s of bombs in recent attack in Med. – gunfire heard here tonight – wrote to Fred – [underlined] THUR [/underlined] 16TH:- Wilhelmshaven heavily raided by R.A.F as reprisal for Med. attack – very cold today went to Cadets at night [page break] FRI. [underlined] 17TH:- [/underlined] Very cold temp 23 degrees this morning – stayed in at night – wrote to Edith – stated that 40 aircraft were destroyed in raid on Catania (Sicily) – Greeks capture 1000 prisoners & sink two supply ships. [underlined] SAT [/underlined] 18TH:- Played at Kilnsea won 5-0 9 degrees below cold piercing wind & blowing snow – went dancing at night & had a moderate time as I was tired – 20 dive bombers brought down in raid on Malta – (several German planes) snowing tonight [page break] [underlined] SUN [/underlined] 19TH:- Over 1’ of snow on the ground large drifts due to wind – another 19 planes brought down in raid on Malta – went for a walk in the afternoon with Don & Gee & also at night with Ken, Wriggy & Gee later went to Wriggy’s – Edith came home for the weekend – Olaf also was here. [underlined] MON. [/underlined] 20TH Snow melting – very dirty underfoot – our troops have taken Kassala in the Sudan region Abysinnians revolting under the leadership of our military mission [page break] [underlined] TUES [/underlined] [underlined] 21ST:- [/underlined] Rained today & also at night – snow has melted & left a dirty mess – went to see Bing Crosby in ‘If I had my way’ at the Tower with Mary – saw Mary & Bob there – enjoyed the picture very much – our forces start the attack on Tobruk [underlined] WED [/underlined] 22ND:- Tobruk captured – Australians again lead the way – went to the Newington at night with Don & Gee Sirens sounded 3 times today luckily not at night as I was on fire duty. [underlined] THUR [/underlined] 23RD:- Stayed in at night as [page break] it was a very dark & wet night – fighters piloted by Poles carry out offensive sweep of Channel ports & German occupied territory – they went unchallenged [underlined] F.RI. [sic] [/underlined] 24TH. Rang Mary she is staying in tonight & so I also stayed in – Tobruk prisoners excede [sic] 14,000 Hailie Selaissie is back in Abyssinia [underlined] SAT [/underlined] 25TH:- Played an Army team at Pocklington lost 2-1 (had to get washed under a tap – no tea – proper Army do) returned 6.30 & went to Newington at night – had a good time with Mary & the gang [page break] [underlined] SUN [/underlined] 26TH. Went to the Cadets in the morning with Gee & went for a walk with Don, Gee Ken & Wriggy in the afternoon Gee came to our house at night – reported rioting in N. Italy – (Germans take over post office, stations etc) – our forces in Africa attack Lybia, [sic] St Som. Eritrea simultaneously – Greeks still do well [underlined] MON [/underlined] 27TH:- Met Mary from work – somebody rang her up & asked for a date – believe it has something to do with Don or Spillers – went to see ‘Gentlemen of Venture’ with Gee at the West Park – [underlined] TUES [/underlined] 28TH Met Mary from work – rained & snowed all day – went [page break] to Cadets at night & had gunnery instruction with the Lewis gun – no raiding again today [underlined] WED [/underlined] 29TH Stayed in at night – our forces capture Derna Greeks repulse Italian counter attack – Roland goes back after leave [underlined] THUR [/underlined] 30TH. Having a couple of days leave – stayed in bed in the morning & went to see the ‘Dead End Kids’ & ‘La Conga Nights’ at the Tower with Mary in the afternoon – stayed in at night. FRI 31ST. Stayed in bed again in the morning & took Rollo for a walk in the afternoon – stayed in at night – our forces pushing on to Benghazi [page break] [underlined] FEBRUARY [/underlined] [underlined] SAT [/underlined 1 Feb:- Played army team at the gun position in Costello playing field lost 6-1 – went to the Newington at night & had a very good time Mary was very affectionate & was introduced to Miss Pettman – our force pushing on to Benghazi & also on the other 3 fronts [underlined] SUN [/underlined] 2nd:- Went to Cadets in the morning for a rehearsal – started to snow & continued for our inspection by C.O from Leconfield & presentation of the band – later dedicated at church stayed in at night. [underlined] MON [/underlined] 3rd:- More snow today – met Mary from work & went to collect her photo’s [sic] from Cecil Studios however [page break] they weren’t ready – she was going to the dressmakers tonight – so we didn’t go out together. [underlined] TUES [/underlined] 4TH Met Mary from work & called for her photograph at the Cecil studios – went to Cadets at night – bombs dropped in Goddard Ave., at night – 4 killed several injured – our forces pushing on in Africa – Cyrene captured [underlined] WED [/underlined] 5TH Bombers escorted by layers of fighters attack Channel Invasion Ports both at night & during the day 5 German planes shot down – 7 of ours are missing – arranged to meet Mary at night but she didn’t turn up – went to see ‘Crooks Tour’ at the Central (Basil Radford & Naughton Wayne) – snowing heavily [page break] tonight – many warnings today [underlined] THUR [/underlined] 6TH: About 8” of snow has fallen which melts very quickly – rang Mary this morning & she is sorry she didn’t come last night – promises me a photograph – [deleted] received letters [/deleted] [underlined] FRI [/underlined] [underlined] 7TH [/underlined] Met Mary from work – gave me photo, she can’t come out tonight – stayed in Benghazi captured – armoured division leaves coast road at Derna – covers 130 mls in 30 hrs & surprises Italians leaving Benghazi to the south – received letters from Roland & Fred. [underlined] SAT [/underlined] 8TH. Played Balloon Barage won 5-1 very muddy – hurt my ancle [sic] – offer to sign for City – went to the Newington at night – saw Mary to the bus [page break] & had to walk home – buzzers go on duty for about 20 mins fire-watching – Genoa shelled by Navy [underlined] SUN [/underlined] 9TH. Went to Cadets in the morning & went for a walk with Mary in the afternoon – rained a bit so went to the Art Gallery & the museum – stayed in at night – our forces pushing on on all fronts in Africa. [underlined] MON [/underlined] 10TH:- Went to a dance at the ‘Sacred Heart’ with Mary at night wasn’t thrilled – a bit common & band was not up to scratch – reported over 300 tons of shells were fired into Genoa during recent raid – HMS Renown, Ark Royal & the cruiser Sheffield took [page break] part accompanied by light forces. [underlined] TUES [/underlined] 11th Stayed in at night – after training at City – met Mary from work earlier – reported German infiltration in Bulgaria our ambassador leaves – our forces in Africa still push on [underlined] WED [/underlined] 12th Stayed in again at night & wrote to Marian – Greek air force shoot down 8 Italians & we account for 5 [underlined] THUR [/underlined] 13TH. Mary rang up today to say that she might be working late on Friday night – met her leaving work to give her her ticket – Miss Pittman also rang up to ask me to get her tickets for [page break] the dance – stayed in at night [underlined] FRI [/underlined] [underlined] 14TH [/underlined] Went to the dance tonight had a very good time – heavy gunfire all the night however – saw Mary home – walked from Preston Rd. – got home 1.50 – [underlined] SAT [/underlined] [underlined] 15TH [/underlined] Stayed in bed in the morning & went to watch our boys team in the afternoon – could not play myself as I had a bad ankle – went to the Newington at night & later saw Mary to the bus – Parachute troops land in Italy to destroy an important dam – Italians say all captured after doing slight damage we say very little – Germans still filter into Bulgaria – Roland is home – he also went to Newington [page break] [underlined] SUN [/underlined] 16TH Went to Cadets in the morning on Church parade & later a walk round the town – went to see Roland in the afternoon & went for a walk afterwards with the gang – went to Ken’s at night – played dominoes & listened to gramophone records – Edith is also home this weekend – have a nasty cold coming on [underlined] MON [/underlined] 17TH. Have a terrible cold – met Mary from work & went with her & Joyce to Jerome’s to collect some photo’s [sic] – 4 German planes shot down today – Turkey signs a friendship alliance with threatened Bulgaria [page break] [underlined] TUES [/underlined] 18TH. Firewatching tonight had a quiet night & slept nearly all the time – cold very bad today – our troops still advance in Africa [underlined] WED [/underlined] 19TH. Cold has improved considerably met Mary from work at night [underlined] THUR [/underlined] 20TH Met Mary from work at lunch time & she has a cold so she wasn’t able to come to the pictures with me at night – arranged to meet Don & Gee but they didn’t turn up so I went to see Robert Montgomery in ‘Busmans Honeymoon’ at the Cecil it was a very good film being taken from the novel by Agatha Christie. – snowed during the night but it soon disappeared [page break] [underlined] FRI [/underlined] [underlined] 21ST. [/underlined] Rang Mary this morning but she was away ill – stayed in at night – Germans still mass on Bulgarian border – our troops land at Singapore to counter Japanese threats [underlined] SAT [/underlined] [underlined] 22ND [/underlined] Went into the town to choose the material for a new suit walked through Hammonds but Mary wasn’t at work – went to the Newington at night but did not enjoy it as Mary wasn’t there – heavy gunfire during the night & bombs dropped in Hawthorne Ave (unexploded). Preston Rd & other districts several people killed [underlined] SUN [/underlined] 23rd Went to Cadets but did not stay long – went for a walk in the afternoon with Don & Gee & went in the town at night with Wriggy & [page break] Gee – met two girls & danced in a shelter as there was heavy gunfire & plenty of shrapnel flying about – bombs dropped in De-La-Pole Ave about 100 yds from home – a few people killed – mothers cold still bad Alex & I cooked our own dinner [underlined] MON [/underlined] [underlined] 24TH [/underlined] A quiet night for a change met Mary from work & she didn’t want to come out as she was going to bed early – very tantalising [deleted] stayed [/deleted] went to the pictures with Ken & Gee to the Carlton to see ‘When the Daltons Rode’ which was a typical western – [underlined] TUES [/underlined] 25TH. Rang Mary in the morning but she won’t come out until Friday more gunfire and enemy activity here tonight [page break] [underlined] WED [/underlined] [underlined] 26TH. [/underlined] Stayed in at night – Cologne & invasion ports heavily bombed – our forces capture capital of Italian Somaliland & push on on all African fronts [underlined] THUR [/underlined] [inserted] 27TH [/inserted] Rang Mary this morning & arranged to go to the Regal tomorrow fire watched tonight & had no Air Raid Warnings – wrote to Fred during the night & had a very pleasant time with the other firewatchers [underlined] FRI [/underlined] 28TH Indo China dispute still unsettled – Japan introduce pressure – about 38 Italian planes shot down in the last two days on the Albanian front – Mary rang this morning to say that my Mum was ill & unable to go to the pictures at night [page break] [underlined] SAT [/underlined] Played the balloon Barrage at Sutton in a strong wind & drew 1-1 my ankle has not quite recovered – went to the Newington at night & had a good time – Mary was there although she had a slight cold – bombs dropped meanwhile & 6 people were killed in James Reckett’s Ave. – Bulgaria signs pact with Germany & becomes a member of the Axis – troops move into Bulgaria HMS. destroyer sunk – [underlined] SUN [/underlined] [underlined] 2ND MARCH [/underlined] Went for a walk with Don & Gee in the morning as it was such a nice day & with Don Gee Ken & Wriggy in the afternoon – we walked round the golf course & I fell in the drain with my best clothes on – went for a walk at night with Ken Gee & Wriggy who left us later on & went with Audrey Gladstone – [page break] I was fire watching tonight but we luckily had a quite [sic] night [underlined] MON [/underlined] 3RD. Met Mary from work & arranged to go to the Regal tomorrow – Roland is home on 7 days leave – went to see ‘Viva the Frisco Kid’ & ‘The Girl in Room 313’ at the West Park with Ken & Gee. [underlined] TUES [/underlined] 4TH Went to the Regal with Mary & Elsie & Roland to see Mickey Rooney & Judy Garland in ‘Strike up the Band’ which we enjoyed very much – went to train after work – a very nice day again [underlined] WED [/underlined] 5TH Met Roland after work & went to see Mary & Elsie at Hammonds – later met them from work went to the Newington at night with them – Don Madge & Gee were there [page break] had a good time – we break off diplomatic relations with Bulgaria 2 German bombers shot down in night raid on Cardiff – we land troops on Lofaten Isles & capture a few Germans & several Norwegian fishermen – 9 Italian planes shot down – Abyssinian patriots capture important position, our forces push on in Italian Somaliland [underlined] THUR [/underlined] 6TH. Went to Rolands to tea with Elsie Ken & Gee – listened to gramophone records – over 200 Germans captured in Lofaten raid – several Quislingites & 300 loyal Norwegians brought off – oil factories etc destroyed several enemy ships sunk including armed trawler – we suffer no casualties Short Sunderland attacked over Atlantic by two enemy bombers – one was shot down & the other severely damaged [page break] [underlined] FRI [/underlined] 7TH met Mary from work & stayed in at night – Italian cruiser sunk in Med. SAT [underlined] 8TH [/underlined] Played RAFVR in pouring rain & on a very muddy ground won 6-1 had to go to work to firewatch all the night – Mother went to Grantham this morning to see Edith [underlined] SUN [/underlined] 9TH I stayed in until the night when I went to the Regal with Mary to a concert with Billy Scott Coomber & his Grenadiers & a good dance band on the programme – we enjoyed it very much [underlined] MON [/underlined] 10TH Met Mary from work – stayed in at night & read [underlined] TUES [/underlined] 11TH Mary rang up to say [page break] that she wasn’t going to the Newington & so we went to see ‘Tom Browns School Days’ at the Cecil & we enjoyed it – 9 German planes brought down today [underlined] WED [/underlined] 12TH Met Mary from work & talked over the dance arrangements stayed in at night – gunfire heard here nearly all the night – raiders were over Mersey side – 49 of them were brought down – we carry out the largest raid ever on Germany (Berlin & Bremen visited) – 2 more planes destroyed at dawn & 1 ME shot down whilst trying to intercept our bombers – German destroyer put out of action by torpedo from one of our planes – we lose 5 planes in both day & night raids. [page break] [underlined] THUR [/underlined] 13TH Went for a walk with Don & Gee at night – a very nice sunny day – heavy raid here at night – (incendiaries dropped in the Avenue but soon put out [deleted] [underlined] FRI [/underlined] [/deleted] 13 German planes brought 141 down during raids – Sissons receives a hit & burns for a while many people killed in Hull [underlined] FRI [/underlined] 14TH Another raid tonight bombs dropped down Bean St. – 6 German planes brought down – met Mary from work Blackburn’s dance at the City Hall has been cancelled stayed in at night. [underlined] SAT [/underlined] 15TH Played Mersey St. O.B. & lost 2-1 (after leading 1-0 the greater part of the time) very good game & it was an ideal [deleted] game [/deleted] [page break] day for football – was very tired afterwards – went to the City Hall dancing at night with Mary, Elsie & Gee – had a moderate time – the band was poor – [underlined] SUN [/underlined] 16TH Went to the Cadets in the morning with Gee & went for a walk nearly to Anlaby in the afternoon with the gang – as it was a very nice day – went to the Regal at night with Mary Elsie & Gee to a concert with Issy Bonn & a broadcasting dance band did not enjoy it as much as last week – saw Mary home – Edith came home yesterday for the weekend. [underlined] MON [/underlined] [inserted] 17TH [/inserted] Firewatched at work tonight & had a short warning at 5.15 AM Berbera retaken in Br Somaliland [page break] & we push on on all fronts Jugoslavia [sic] is ready to fight if invaded. [underlined] TUES [/underlined] 18TH. A very heavy raid here tonight lasting from 9 o’clock until 4.0 o’clock in the morning – gunfire all the time & Jerry over continuously – bombs dropped on Anlaby Rd, Beverley Rd & many more districts – I stayed in at night – rang Mary in the morning – we lost 25 ships approx 98,000 tons last week [underlined] WED [/underlined] 19TH Went to the Stellag Boxing Club & did a little training – very nice day met Mary from work – London receives a very heavy raid THUR 20TH Went to see Tommy Trinder – Jack Hulbert [page break] [underlined] MARCH [/underlined] in ‘Sailors Three’ at the Central with Don & Gee – a very funny picture – Lorient sub. base raided by R.A.F [underlined] FRI [/underlined] 21ST. Met Mary from work at night & stayed in Lorient sub. base again raided along with other objectives – the Bremen has been severely damaged by either the RAF or sabotage [underlined] SAT [/underlined] 22ND. Played the Queens Reg & lost 4-2 – went to the Cecil with Mary at night to see Ronald Colman & Ginger Rogers in ‘Lucky Partners’ had a good time & went right home with Mary afterwards walked home arrived about 11.30 [page break] [underlined] SUN [/underlined] 23RD. Stayed in bed in the morning & went for a walk in the afternoon with the gang – arranged to meet Mary at night but she didn’t turn up so took a Preston Rd bus & walked down Hedon Rd into the town – YugoSlavia [sic] still resist attempts by Germany to make them sign a pact [underlined] MON [/underlined] 24TH Met Mary from work – stayed in at night & wrote to Edith & Roland – [underlined] TUES [/underlined] 25TH Stayed in again at night – rained very hard – Yugo-Slavia signs pact with Nazi Russia & Turkey agree to remain neutral if one or the other is attacked [underlined] WED [/underlined] 26TH Fire-watched at work all the night & luckily had nothing to do – growing unrest [page break] [underlined] MARCH [/underlined] in Yugo-Slavia [underlined] 27TH [/underlined] [underlined] THUR [/underlined] Stayed in at night – riots in Yugo-Slavia – Prince Paul the Regent flees & King Peter takes over – ministers who signed pact are imprisoned – Keren the well defended strategic town in Abys. captured – raid by German dive bombers on Malta repulsed with heavy losses to the enemy [underlined] FRI [/underlined] 28TH Went to the Cecil at night with Mary to see ‘Hired Wife’ – Dunkirk & other Channel Ports bombed Roland is home [underlined] SAT [/underlined] 29TH Played the Hampshires with a short team – a very nice day & enjoyed the match very much lost 7-0 – went to the Regal at night with Mary – Elsie & Roland [page break] [underlined] MARCH [/underlined] to see ‘Tin Pan Alley’ (Alice Faye) at the Regal – enjoyed it very much – it had such tunes in as ‘Katie’ You say the Cutest Things Baby’ ‘On Moonlight Bay’ [symbol] A.R.W & had to leave Mary after the show as I was fire-watching [inserted] (Honeysuckle Rose) [/inserted] [underlined] SUN [/underlined] [underlined] 30TH [/underlined] Went to the Cadets in the morning & did a little Morse – a very nice day but fairly cold out of the sun – went for a walk with the gang in the afternoon Roland went back – stayed in at night. [underlined] MON [/underlined] 31ST Met Mary from work new boy starts at work – blitz here tonight from 8.0 – 11.30 heavy gunfire & many bombs dropped Shell Mex Office Infirmary ARP [indecipherable word] [page break] in Ferensway down – many places in town (Prospect St) severely damaged bombs in Beverley Rd, Hessle, Liverpool St & many other places – 4 Cruisers 3 Destroyers of the Italians sunk in night Med. action off Cape Palermo – one of our Cruisers acts as decoy when Italian force suspected & allows ‘Warspite’ ‘Formidable’ & other ships to make contact & shatter the ‘Wops’ with their broadsides – F.A.A does well – Italian warship 35000 tons reported torpedoed & unlikely to reach port – 2 of our aircraft lost are the only casualties – 2 German dive bombers shot down – stayed in at night. [underlined] TUES [/underlined] [underlined] 1st APRIL [/underlined] German destroyer sunk by our bombers – Bremen raided – Asmara (capital of [page break] Eritrea) captured – new type of bomb used on Emden last night smaller but has great destructive force – shipping losses are down this week (10 Br 6 Allied & 1 Neutral lost) 6 Germans brought down during today. [underlined] WED [/underlined] 2ND Rang Mary but she isn’t going dancing tonight – went to the Newington & had a good time an Italian destroyer sunk – [underlined] THUR [/underlined] 3RD 2 more Italian destroyers sunk by our aircraft in the Red Sea – went to the Tower at night with Mary to see Brian Aherne in ‘The Lady in Question’ enjoyed it French family – juror adopts acquitted woman & takes her home – domestic love affairs & squabbles – humorous – half way home with Mary when [page break] buzzers go – made me leave her & walked home – she promised to go on Sat – gunfire just before I reach home – incendiaries dropped. [underlined] FRI [/underlined] 4TH Benghazi again evacuated by our troops as Italo-German force move – Brest with Gneisenau & Scharnhorst raiders in the docks raided by R.A.F – firewatched at work at night warnings & gunfire 9.15-10.0 & 1.0-2.40 – rang Mary this morning arranging to go out with her on Sunday with Edna & possible Wriggy. [underlined] SAT. [/underlined] 5TH Played an Army team & lost 4-2 went to the Newington at night & had a good time – saw Mary home missed the bus & had to walk home arrived 11.40 – Addis Ababa taken [underlined] SUN [/underlined] 6TH Stayed in bed in the morning went for a walk to [page break] [underlined] APRIL [/underlined] the golf course in the afternoon with the gang – went with Mary to the Regal to see the concert (Don Carlos – Alf Collins & Manchester Hip band etc) it was very good – met Mary & Bob inside – saw Don & Ken who later went with Joyce & Audrey who were also there – Germany declares war on Yugoslavia & Greece Russia signs no aggression pact with the former – [underlined] MON [/underlined] 7TH German destroyer torpedoed & sunk by Coastal Command aircraft – Brest & other ports bombed – bombs dropped here at night (Spring Bank Kirklands Rd) – met Mary from work – 5 German planes brought down in widespread raids [underlined] TUES [/underlined] 8TH Firewatched at home & had long warnings 10.0 [page break] [underlined] APRIL [/underlined] 2.0 & 2.15-4.00 went to bed at 1.30 – Kiel raided & over 30000 incendiaries dropped – warehouses gutted & destroyed in dock area – 1 sq mile of fire in centre of city – A.A defence gradually worn down & smoke envelopes town – largest raid ever – Yugo-Slavs retreat from Greek-Bulgarian border & Germans are therefore on the Greeks left flank – Slavs take Fiume & other towns in Albania [underlined] WED [/underlined] [inserted] [underlined] (9TH) [/underlined] [/inserted] Stayed in at night many more German planes brought down during raids on this country – Coventry & Birmingham raided – Berlin heavily raided – Germans take Salonica Yugo-Slavs advance into Albania [underlined] THUR [/underlined] 10TH Went with Don & Gee to the Criterion to see ‘Sky Murder’ fantastic & did not [page break] enjoy it – more German planes brought down in raids on this country. [underlined] FRI [/underlined] 11TH. Went for a walk with Don & Ken in the morning & went on the Pier with Ken in the afternoon – saw the two Mary’s – met Edith at the station – went with Alex Ken & Gee to the Langham to see ‘Charlie Chan on a Murder Cruise’ & enjoyed it very much [underlined] SAT [/underlined] 12TH. Went to Leconfield with the Cadets to play Rugby won 19-13 – I scored a try & had a good time – went to the Newington at night & had a good time although it was crowded – Edith & Peggy were there introduced them to Mary – 43 German planes have been brought down in recent [page break] moonlight raids [underlined] SUN [/underlined] 13TH Met Mary in the town on Sunday afternoon – went for a little walk but it started to rain so we went home – firewatched at work at night & had a clear night. [underlined] MON [/underlined] 14TH Stayed in bed in the morning & was going rowing in the afternoon but it rained all day up to tea time so we tried to get in the pictures but were unlucky – Don Gee & Joyce went dancing & I went to Ken’s – went to the Newington at night but Mary wasn’t there – Germans advancing in Lybia [sic] [underlined] TUES [/underlined] 15TH 27 German planes & 15 tanks 300 killed or wounded – destroyed in attack on Tobruk – went to work but had very little to do – went [page break] home at 3.30 – saw Mary in the town at lunch time – went to see ‘North West Mounted Police’ at the Cecil by myself as Mary was staying in to wash her hair (a fairly good picture with Gary Cooper Cary Grant & Preston Foster) – Air raid lasting from 9.30 until 5-0 in the morning – bombs dropped [underlined] 16TH [/underlined] WED. Rang Mary in the morning but she is staying in – stayed in & cleaned my bike – Don & Gee go to the Newington – Alex off work with cold – nice day – Yugo-Slavs have no unified command – are having to use guerrilla tactics – 165 German planes brought down by Y-S over Belgrade – bombers unescorted over 300 planes destroyed by their air force in 2 days (consists of Hurricanes [page break] [underlined] APRIL [/underlined] & other British planes) our forces hold German thrusts – heavy casualties inflicted on enemy on raid on Tobruk [underlined] THUR [/underlined] [underlined] 17TH [/underlined] Went to see ‘I Want a Divorce’ with Mary to the Cecil & thought it fairly flat – saw Mary home & walked home – London has worst raid yet – Germans attacking strongly in Greece – our forces retreating to form a straighter front – [underlined] FRI [/underlined] 18TH Berlin heavily bombed last night our new bombs & bombers used – stayed in at night [underlined] SAT [/underlined] 19TH Played Boulevard E.I & lost 3-2 went to the Newington at night & had a good time – saw Mary into the town – our forces at Tobruk repulse German attack – a few tanks destroyed & casualties [page break] inflicted – Roland is home on leave – [underlined] SUN [/underlined] 20TH Went for a walk with the gang in the morning when was warm & sunny – went for a cycle ride with Don Ken Gee & Wriggy left them & went by myself to Melton – gathered some wild violets went for a walk by myself at night up Hedon Rd, Preston Rd. – as Mary was unable to come out – Germans attacking strongly in Greece & losing many men – Anzacs in rear guard action cut them to pieces 15 German planes shot down in battle over Athens – 7 of ours (3 pilots safe.) more shot down or destroyed in Lybia [sic] [underlined] MON [/underlined] 21ST Stayed in at night – Mary’s brother was married [page break] [underlined] APRIL [/underlined] at our church this afternoon – supply ship torpedoed by H.M.S. Tetrarch (Sub) on way to Lybia [sic] [underlined] TUES [/underlined] 22ND. Fire-watched at work at night & had a quiet night wrote to Edith – met Mary from work – our forces in Greece take up defence line from Larissa stretching west to the opp. coast – Tripoli bombarded by the Navy & severe damage inflicted on port installations power station & many ships sunk in the harbour – F.AA planes shoot 4 out of 5 enemy transport planes down [underlined] WED [/underlined] 23RD Went to the Tower at night with Mary to see Judy Canova in ‘Scatterbrain’ & Jene [sic] Autry in ‘Gaucho Serenade – both were very good flics [page break] and we laughed very much over the first – Greek Army in Epinea area of Albania has to surrender being cut off – King of Greece & Gov. go to Crete – [underlined] THUR [/underlined] 24TH Had the afternoon off went to the East Park with Mary Elsie, Joyce & Gee & had a good time – skipped, played a ball game went on the swings – went to the Langham at night with Gee to see ‘The Saint Strikes Back’ and enjoyed it very much. [underlined] FRI [/underlined] 25TH Stayed in at night, - bombs dropped here at night [underlined] SAT [/underlined] 26TH Went into the town in the afternoon with Don Wriggy & Gee went in Lyons & had ice cream & coffee & biscuits – later went with Wriggy to get a sports coat & Ken bought some trousers – Alex [page break] went to Grantham to see Edith, who rang me up earlier in the morning went to the Newington & had a good time – sirens go as we go into town Athens reported occupied by the Germans [underlined] SUN [/underlined] 27TH Went to Cadets in the morning – went for a walk in the afternoon with Mary, Elsie, Joyce Don & Gee – took a bus to Hessle – walked along the foreshore – across fields to Ferriby & took a bus home – met at night & all went to the Regal to see ’21 Days’ which was not very exciting – had a walk round the town after & then I saw Mary home – missed the last bus & had to walk home – arrived 11.30. [underlined] MON [/underlined] 28TH Cycled to Melton at night & found some primroses [page break] our troops are evacuated from Greece – Dessie taken along with 2,000 prisoners & material [underlined] TUES [/underlined] 29TH Went to see ‘Argentina Nights’ with Mary Joyce & Gee & enjoyed it (Ritz Bros & the Andrew Sisters starring) – saw Mary home & missed the last bus & had to walk home arrived 11.20 [underlined] WED [/underlined] 30TH Stated that at least 48,000 troops out of 60000 have been safely evacuated from Greece – heavy material left behind Greeks told us to evacuate to avoid needless bloodshed – which was very heroic of them – many Germans have been killed – stayed in at night – went to bed early – Plymouth raided last night – 5 planes shot down by A.A & [page break] [underlined] MAY [/underlined] 3 by fighters – [underlined] THUR [/underlined] 1 MAY Firewatched at work at night & had a quiet night – have a bad cold – 1 German plane shot down at night – raid on Merseyside – [underlined] FRI [/underlined] 2 MAY Rang Mary but she is going to Edna’s at night – stayed in as cold is a nuisance – evacuation of Greece completed – about 43,000 men escape – 500 lost at sea – Iraquian troops open fire on our men who have entered Iraq under our treaty – 4 German planes shot down in raid on Merseyside at night [underlined] SAT [/underlined] 3 MAY Played for Cadets against Lee. at Rugby lost 26-0 had a good time – went to the Newington at night but only had a fair time – enemy aircraft [page break] over tonight – dropped a couple of mines on Hedon Rd. – S.W also raided – Merseyside – 14 enemy planes brought down by fighters & 2 by A.A our forces attack Brest & other objectives [underlined] SUN [/underlined] 4TH Went to Cadets in the morning – very warm day – went for a walk round Cottingham in the afternoon with Mary & along Anlaby Rd & Holderness Rd. at night – had a good time – German planes pass over tonight heavy A.A fire – our bombers attack Iraqui troops & cause shelling of RAF aerodrome to cease – fighting continues – led by fanatic who has ceased [sic] power from loyal forces [underlined] MON [/underlined] 5TH Rang Mary this morning & had a row somebody had been telling her a pack of lies about Sunday – stayed in at [page break] [underlined] MAY ]/underlined] night & wrote to Fred 8 German planes brought down during last night & this morning – heavy gun fire here tonight – German Cruisers at Brest bombed 4 hit [underlined] TUES [/underlined] 6TH. Stayed in at night & wrote to Roland – received a letter this morning from Edith – rang Mary but she is staying in & believe that our going out together is all washed up 9 German aircraft brought down last night [underlined] WED [/underlined] 7TH Blitz here tonight Hammond Thorntons & nearly all large buildings hit in the city – stayed in at night – 24 enemy planes brought down during night [page break] [underlined] THUR [/underlined] 8TH Another blitz at night & more buildings hit – including Ranks, Reckitts & nearly all the dock area – office damaged went to see Crazy Gang in ‘Gasbags’ at the Cecil – which was later destroyed by bombs 15 enemy aircraft brought down [underlined] FRI [/underlined] 9TH We carry out heaviest raid on Germany yet (Hamburg Emden & [deleted] Ger [/deleted] Berlin as a subsidary [sic] target – went for a cycle ride to Preston Rd. at night & saw 1000’s of refugees leaving the city later went to Wriggys with the gang [underlined] SAT [/underlined] 10TH 33 German planes brought down in heavy raid (on London) by our night fighters (2 by A.A) [page break] [underlined] MAY [/underlined] Played tennis in the afternoon with Don & Ken – fire watched at work at night – still blowing buildings up in the town [underlined] SUN [/underlined] 11TH Went for a walk in the afternoon with the gang – took a bus to Cottingham – cut across fields & walked to Willerby – caught bus home – went for a walk by myself at night – gunfire again tonight here [underlined] MON [/underlined] 12TH Went to see John Garfield & Pat O Brien [sic] in ‘Flowing Gold’ at the Tower & enjoyed it very much [underlined] TUES [/underlined] 13TH Rudolph Hess (Hitler’s Deputy) has landed in Scotland by aeroplane & unaccompanied – stayed in at night – Roland is home on leave [page break] [underlined] MAY [/underlined] [underlined] WED [/underlined] 14TH Mary rang up this morning & she was going back to Belton in the afternoon so that I met her in the town & saw her off – went to ‘Fighter Command’ at the Regal with Don & Gee – was not impressed [underlined] THUR [/underlined] 15TH Stayed in at night & wrote to Mary – German forces allowed passage in & through Syria by Vichy Gov. – 7 German fighters brought down today – 2 of ours losts [sic] – 1 pilot safe. [underlined] FRI [/underlined] 16TH Wrote to Edith today stayed in at night later went for a walk with Ken & Gee [underlined] SAT [/underlined] 17TH Played tennis at the Park with Ken & Don – went to St Johns to a dance at night. [page break] with Gee – did not enjoy it (J.F’s band – but a wrotten [sic] floor & rotten crowd) left early went for a walk went to firewatch at work but couldn’t get in – so went home – our troops advance in Gyrenaica [sic] take German prisoners & destroy material – reported surrender of Duke of Aosta from last defended position – terms asked for. SUN 18TH A very warm day – went to Cadets in the morning – took a bus to Willerby in the afternoon with Wriggy Ken Don & Gee had a nice time – went to church at night – later met Ken Don & Gee coming from pictures – 22 enemy aircraft shot down in Med area since Sat. ([deleted] 1 or 2 [/deleted] Germans over Iraq) etc. [page break] [underlined] MAY [/underlined] [underlined] MON [/underlined] 19TH. Went for a walk with the dog at night – Duke of Aosta surrenders & campaign therefore nearly over – our forces capture important position in Iraq – 5 German fighters brought down without loss many destroyed on ground in Syria [underlined] TUES [/underlined] 20TH Parachute troops land in Crete but are all killed or rounded up – went to Cadets at night – about 18,000 Italians have surrendered [underlined] WED [/underlined] 21ST. Went for a short walk at night with Ken & Gee & wrote to Mary – [deleted] saw [/deleted] received a letter from her this morning – Germans try to land sea forces on Crete but convoy intercepted – 2 transports & 1 destroyer sunk – more parachutists land & battle continues – more successes round Tobruk [page break] [underlined] THUR [/underlined] 22ND Went to a Red Cross dance at the Wenlock Barracks with the gang – very crowded & very warm visited the bar – went to Cadets earlier but lessons were too late – we carry out daylight raids on Germany & northern France & destroy Power plant etc. 2 bombers & 6 fighters lost – 5 German fighters shot down [underlined] FRI [/underlined] 23RD Went for a little walk at night – battle in Crete still severe [underlined] SAT [/underlined] 24TH Played tennis with Ken, Don & Wriggy in the afternoon started to rain – went to the Regal at night with Gee to see ‘Arizona’ enjoyed it. – HM.S Hood sunk near Greenland in battle against Nazi cruiser Bismarck which was [page break] damaged – but escaped – lucky shot in magazine blew ship up & very few men were saved. [underlined] SUN [/underlined] 25TH Went to Cadets in the morning & drilled Cadets for a few minutes – had arms drill & navigation from Capt Beare – played records & darts in Wriggy’s shed in the afternoon – rained at night so stayed in – H.M.S Hood sunk by lucky shot in mag by the Bismarck – blew up & very few saved – B. pursued & reported damaged by torpedoes – wrote to Mary [underlined] MON [/underlined] 26TH Stayed in at night & wrote to Fred – still after Bismarck heavy fighting in Crete – Germans break through in one area & man drowned in attempts to land by [page break] [underlined] MAY [/underlined] sea [underlined] TUES [/underlined] [inserted] 27TH [/inserted] Bismarck has been sunk by torpedoes – two cruisers & 5 destroyers sunk during naval fights against Nazis bombers off Crete German patrols reach Egypt in recent action in Libya – went to Cadets at night & learnt morse have about 5 words a min. [underlined] WED [/underlined] 28TH Went for a walk with Wriggy, Ken & Gee – later played darts in W’s shed – wrote to Alex our forces withdraw in Crete & also from Hell fire pass in Libia [sic] – A.R.W from 1.15 – 5.0 at night & was firewatching – gunfire & bombs heard went to bed at 3.15. [underlined] THUR [/underlined] (29TH) Went to navigation lecture at Cadets & later went to Wriggys H.M.S York which was under repair [page break] in Suda Bay has been sunk only 3 survivors from the Hood we retreat in Crete in face of reinforced German troops [underlined] FRI [/underlined] 30TH Went to Wriggy’s at night – our forces push on in Iraq & Abysinia [sic] – but retreat in Crete – 100 survivors from the Bismarck landed (2000 on board) – but a destroyer was sunk by aircraft after the battle [underlined] SAT [/underlined] 31ST A very nice day today – played tennis at the Park with D. W & K went to see Fred at night (home for weekend) met Alan his friend & had a walk round the town. SUN [underlined] 1ST [/underlined] Up early & went to Sewerby with D.W.K & Gee – went for a walk to Flamborough in the afternoon & played football – called [page break] at the Ship Inn on the way & went in café there – went into Brid at night to the amusements – played cards until 3.30 (I went to bed early) – Crete evacuated 15,000 taken off – clothes rationed [underlined] MON [/underlined] 2ND Went into Brid in the morning & had dinner at the Regal – went for a walk round the shops in the afternoon bought Mary a [deleted] brace [/deleted] necklace – had tea in a café in Sewerby – arrived home 8.0. [underlined] TUES [/underlined] 3RD Bombs dropped here early this morning (after OK signal) did not hear them awok [sic] 8.45 too late to go to work – so stayed at home – wrote to Mary Kiel Canal bombed & shipping in daylight raid yesterday & the Ruhr & Berlin visited at night. [page break] [underlined] JUNE [/underlined] WED 4TH Played tennis with Ken & Wriggy at the Park met 2 nice girls & arranged to play them on Friday – our forces in Iraq occupy Mosul important oil town [underlined] THUR [/underlined] 5TH Went to Nav. lecture at Cadets – we carry daylight raids on Germany – 5 bombers destroyed in last nights fairly intensive raids [underlined] FRI [/underlined] 6TH 2 supply ships & 1 armed trawler connected with the Bismarck were sunk during the action – played tennis with Wriggy at the Park – Don & Gee were also there [underlined] SAT [/underlined] 7TH Went to see the Marx Bros in ‘The M.B. – Go West’ & also the Farmers Daughter, both were very good films, with Don Louis Ken & Roland [page break] [underlined] JUNE [/underlined] at the Regal – stayed in at night. [underlined] SUN [/underlined] 8TH Our troops march into Syria – went to Cadets in the morning a very warm sunny day – went for a walk in the afternoon & at night with Wriggy Ken & Gee [underlined] MON [/underlined] 9TH Stayed in at night – 2 more Bismarck supply ships sunk – our forces in Syria push on – very slight opposition – Derna & Benghazi bombed 15 aircraft destroyed on the ground & explosions reported at various spots. [underlined] TUES [/underlined] 10TH Went to Cadets at night for Morse instruction [underlined] WED [/underlined] 11TH Went to see ‘The Mark of Zoro’ at the Dorchester with Ken, Wriggy & Gee (Tyrone Power, Basil Rathbone & Linda Darnell) enjoyed it very much – had a letter from Mary this morning [page break] [underlined] JUNE [/underlined] our forces push on in Syria [underlined] THUR [/underlined] 12TH Went to Nav. lecture at Cadets – our forces carry out largest raid ever on Ruhr area – 6 aircraft lost. – our forces push on in Syria [underlined] FRI [/underlined] 13TH Stayed in – mended a puncture & cleaned by bike – a German pocket battleship torpedoed by Beaufort off Norway – retire at reduced speed with escort. [underlined] SAT [/underlined] 14TH Played the School at cricket (won 124 for 4 – 113) scored 4 took 2 wickets for 14. – went for a walk at night with Gee – 14 enemy aircraft shot down on all fronts – Ruhr district again heavily raided [underlined] SUN [/underlined] 15TH Stayed in bed in the morning & went for a walk in the afternoon & at night when I met Edith at the station [page break] [underlined] MON [/underlined] 16TH Played for OH’s against Hull lost 78 to 79 for 7. (scored 2 – caught 1) very warm & sunny today [underlined] TUES [/underlined] 17TH RAF daylight raid on Cologne 11 German fighters shot down & night raid on Ruhr – more enemy shipping sunk by Coastal Command – 14 planes shot down in Med. area – navy helps land forces in Syria – were [sic] there is heavy fighting – we launch new attack in Lybia [sic] – by our armoured divisions – fire watching at home tonight & had to get up – went to Morse at night [underlined] WED [/underlined] 18TH We have invented a new device – Radio Location for detection of enemy aircraft etc – our troops are now a few miles from Damascus – our forces in Lybia [sic] retire to advance positions & capture many prisoners & destroy enemy tanks etc [page break] [underlined] JUNE [/underlined] [underlined] THUR [/underlined] 19TH Went to Nav. lecture at Cadets at night – more daylight raids by our fighters & bombers in daylight – many enemy fighters destroyed Turkey signs pact with Germany but it must in no way interfer [sic] with English Agreements [underlined] FRI [/underlined] 20TH Went to Cadets sports field to practise running. [underlined] SAT [/underlined] 21ST Went to Lec. to run & did very well in the Relay race after being cut off – drew with winner of the 100 yards sprint – had to hitch hike home – picked up by Wing Commander - & taken into Beverley caught another car into Hull – wrote to Mary at night – our bombers supported by later fighters carry out daylight sweep – 28 German fighters shot down 5 of ours lost [page break] [underlined] SUN [/underlined] 22ND Went to Cadets in the morning & have transfered [sic] to Grammar School flight – very hot & sunny – played cricket for the officers in the afternoon & lost – played in my trousers – went for a walk with Wriggy & Ken at night into the town – another R.AF. daylight sweep & 30 Germans brought down to 2 of ours (1 Pilot safe) Germany declares war on Russia [underlined] MON [/underlined] 23RD. Went to Nav lecture at Cadets – very little to report on Russian front – we advance in Syria another R.AF daylight sweep – less opposition encountered 7 planes shot down – 2 of ours lost [underlined] TUES [/underlined] Went to Morse lecture at Cadets later went to Wriggy’s – Russians inflict losses on Germans both in tanks & men [page break] [underlined] WED [/underlined] 25TH Went for a walk with Don Ken, Tony Gowland & Gee – Russia hold Germans & destroy about 200 aeroplanes on the ground also 100 shot down – Russians lose about 300 nearly all on the ground. [underlined] THUR [/underlined] 26TH Went to Nav lecture at Cadets – Alex came home this dinner time – another daylight sweep by RAF 9-3 in our favour. [underlined] FRI [/underlined] 27TH Went to see ‘Argentine Night’ at the Regal (Don Ameche & Betty Grable) & enjoyed it also the supporting film ‘Private Detective’ – Russians hold Germans & inflict heavy losses – retreat to prepared positions in the North. – Finland is going to fight Russia – Sweden allowing German troops through her territory [page break] [underlined] SAT [/underlined] 28TH Received a letter from Mary – went to C.C Assoc. meeting at Doncaster with Misses Clayton, Sandham & Geoff – had a moderate time – walked round Doncaster afterwards – more sweeps & bombing raids by RAF. [underlined] SUN [/underlined] 29TH Stayed in bed in the morning & sunbathed in the afternoon went to see Ronald Colman in ’Under Two Flags’ at the Carlton with Wriggy later went for a walk [underlined] MON [/underlined] 30TH Played for O.H’s against Town Clerks lost 128-61 (scored 2 L.B.W. – stumped) Germans push on – Russians claim to be holding a line from Sweden to the Black Sea [underlined] TUES:- [/underlined] 1ST Went to Morse at night [page break] [underlined] WED [/underlined] 2ND R.A.F attack German occupied aerodrome in daylight bomb buildings & dispersed aircraft 7 fighters & 2 bombers lost – 18 enemies shot down – went for a walk to Pickering Park with Gee & Ken at night [underlined] THUR [/underlined] 3RD Went to a Nav. lecture at Cadets stiff fighting on Russo-German front – our forces push on in Syria more daylight raids on Germany [underlined] FRI. [/underlined] 4TH Essen Bremen bombed in daylight – 7 bombers lost – daylight sweep 16 enemy fighters shot down & 4 of ours lost – played tennis with Ken at night – wrote to Mary yesterday [underlined] SAT [/underlined] 5TH Played cricket for Cadets – went to a dance at night with Edith to Hessle also Sandy [page break] Nicky, Les & Clarie met Dick Burrell who was on leave – had to walk home [underlined] SUN [/underlined] 6TH Church parade this morning – boxed & trained in the afternoon at St Mary’s B.C – went for a walk later at night – still very warm – [underlined] MON [/underlined] 7TH Played R.AMC lost 176 for 4 – 60 (scored 10 not out) – fighting breaks out between Ecuador & Peru Western Germany heavily attacked by RAF both during day & night – Russian peasants carry out Stalin’s order to destroy everything & Russians counter attack & take offensive – 2 German destroyers reported sunk by them in Baltic – our Med Subs. Sink Italian Cruiser – Indian forces push on in Syria – met Elsie as I was leaving work she is on holiday [page break] [underlined] TUES [/underlined] 8TH Went to Morse lecture Russians are holding the Germans – R.A.F carry out extensive operations both by day & night [underlined] WED [/underlined] 9TH Went to Wriggy’s at night Russians push German-Rumanian troops back [underlined] THUR [/underlined] 10TH Went to Cadets but there was no lecture – armistice in Syria asked for by Gen Denty – terms given – 16 Germans shot down in day light sweep we lose 9 – (2 Pilots safe) fairly heavy raid here tonight – Russians gain more victories [underlined] FRI [/underlined] 11TH Went to P.T instruction at the Training College – very good Russians obtain another victory over 3000 Germans killed & 2000 captured Naples bombed [page break] [underlined] JULY [/underlined] [underlined] SAT [/underlined] 12TH Wrote to Mary in the afternoon went to the pictures at night with Ken & Wriggy to see Bing Crosby in ‘Rhythmn [sic] on the River’ very warm – German thrust halted – fighting has stopped in Syria – [underlined] SUN [/underlined] 13TH Thunderstorm in the morning stayed in bed – went for a walk to the Pier in the afternoon very warm & went with Wriggy & Ken at night for a walk round Anlaby – we sign pact with Russia MON 14TH Played Driffield lost – out first ball – bombs dropped here at night German attack has not started again more bombing raids by R.A.F [underlined] TUES [/underlined] 15TH Went to Cadets at night to Morse lecture – am improving – rained a lot today [page break] [underlined] WED [/underlined] 16TH Went to the Regal with Ken & Gee to see Will Hay & Claude Hulbert in ‘Ghost at St Mich Germans still held on Russian front [underlined] THUR [/underlined] 17TH A heavy raid here at night fires started Ricketts General Post Office, Smith & Stephens & Spillers damaged by fire – daylight raid on Rotterdam by Blenheims – 22 ships (145,000 tons) sunk in harbour & another 5 outside we lose 4 planes – Russians still do well – went to Nav. class at night [underlined] FRI [/underlined] 18TH Went to P.T at night had a good time later played crocquet [sic] at Wriggy’s – heavy fighting on Russian front heavy losses on both sides – battle of 700 tanks Russians do well [page break] SAT 19TH Went boxing at Leeds & lost on points – had a good time – went in Mr Smith’s car with his wife & [underlined] daughter [/underlined] – came back with Mr Johnson – boxed at Headingly football ground – Hull won championship [underlined] SUN [/underlined] 20TH Wrote to Mary – stayed in bed in the morning & stayed in in the afternoon & went for a walk with Wriggy at night met Irene & Ada Irene works with Don at Spillers [underlined] MON [/underlined] 21ST. Played Sutton lost – I did well scored 13 & caught one – Moscow bombed at night – little damage done 22 Germans brought down by AA & night fighters – heavy fighting on Russian front had a letter from Mary. [underlined] TUES [/underlined] 22ND Went to see Gene Autrey in ‘Melody Range’ at the Tower [page break] with Ken & Gee enjoyed it – saw Mary & Peggy when we were walking home – [underlined] WED [/underlined] 23RD Went for a walk to Pickering Park with Ken & Gee [underlined] THUR [/underlined] 24TH Went to Nav lecture at night played croquet at Wriggy’s afternoon [underlined] FRI [/underlined] 25TH Daylight attacks on German battleships (Greisenau Scharnhorst) during day & night – by our big bombers Boeing Fortresses, Halifax, Stirling – Boeings operate at fantastic heights & score hits on battleship with armour piercing bombs – during operations since Wed. we lose 15 bombers & 7 fighters (shoot down 33 enemy fighters) H.M.S Fearless destroyer sunk in Med. during attack on convoy which get through unscathed – Russians destroy whole German division [page break] [underlined] JULY [/underlined] [underlined] SAT [/underlined] 26TH. Stayed in as it rained all the afternoon & night – read a book ‘Farthing Hall’ by Hugh Walpole E boats tried to raid harbour at Malta all sunk by shore batteries & our aircraft shoot down 3 planes which tried to cover their retreat [underlined] SUN [/underlined] 27TH Went to Cadets in the morning & also in the afternoon to a proficiency exam in morse, drill & P.T. – went to the New Theatre at night with Gee & Ken to see the Lanc Fusiliers Dance Orchestra enjoyed both the military & dance band [underlined] MON [/underlined] 28TH Stayed in at night & swotted some navigation & maths [underlined] TUES [/underlined] 29TH Stayed in at night poured with rain all the day – later went to Wriggy’s & played [page break] cards at Wriggys – our planes carry out daylight sweep on Sicily 34 enemy planes destroyed – none of ours lost – Russians still holding the front & report 106 German planes shot down to 36 of their own. [underlined] WED [/underlined] 30TH Went to Cadets at night but there was no Exam – so I went to see the lads later at night – Roland & Elsie came up later – Roland is on 48 hrs leave [underlined] THUR [/underlined] 31ST Went to a dance at the Wenlock Barracks at night had a moderate time – saw Joan home afterwards – small fair worked at Marcus’s lived top of St Georges Rd., - Don Madge & Gee were also there [underlined] 1ST AUG [/underlined] FRI. Went to a lecture on baseball RAF Proficiency Exam was on but [page break] AUGUST did not take it – rained heavily today [underlined] SAT [/underlined] 2ND Went dancing at Hessle with Gee met Dickie Burrell & his girl had a good time met Judy Westoby & also Daphne Wells – walked home – R.A.F carry out heaviest bombing raid ever on Berlin – a flying fortress on reconnaissance bombs Wilhelmshaven from prodigous [sic] height unheard & unseen – [underlined] SUN [/underlined] 3RD Stayed in bed in the morning went for a walk with Ken Gee & Wriggy in the afternoon & to the pictures at night to see ‘Stagecoach’ at the Carlton – gunfire here at night – Russians destroy German 131 division which was rushed up to reinforce attack around Smolensk but was cut to pieces before it could form up to attack [page break] [underlined] MON [/underlined] [underlined] 4TH [/underlined] [deleted] Went [/deleted] Cycled to Withernsea with Ken & Gee had a good time but it rained a lot so after having dinner on the sands we went to the pictures to see James Stewart in ‘No Time for Comedy’ [underlined] TUES [/underlined] 5TH Went for a walk with Ken at night – our bombers carry out night raid on Hamburg etc in strong wind – heavy damage & extensive fires reported. [underlined] WED [/underlined] 6TH Japan threatens Thai after occupation of Indo China is nearly complete – stayed in at night & wrote to Fred – had a letter from Roland. [underlined] THUR [/underlined] 7TH [deleted] Went for a walk at night with Ken [/deleted] – Gee has gone to Brid for the day – went [page break] [deleted] [underlined] FRI [/underlined] [/deleted] 8TH Went to the West Park at night to see ‘Old Bill & Son’ [underlined] FRI [/underlined] 8TH Went to the dentist – went to see Wriggy later who is going to Scarborough tomorrow with Ken – Russians claim heavy German losses during the 7 weeks fighting [underlined] SAT [/underlined] 9TH Russians bombed Berlin the other night – Germans reported earlier, raid by RAF but we refute claim – went into the town with Edith in the afternoon to choose Alex’s present went to Hessle at night with Gee – had a moderate time Elsie was there – had to walk home in the pouring rain [underlined] SUN [/underlined] 10TH Stayed in bed in the morning went for a walk with Gee in the afternoon & to see George Formby in ‘No Limit’ at the Criterion at night [page break] [underlined] MON [/underlined] 11TH Went for a walk in the morning read in the Park afternoon – at night played Cricket did not bad wrotten [sic] game – R.A.F raid Cologne & Ruhr all return Russians again at Beken – heavy fighting all along the front [underlined] TUES [/underlined] 12TH Wrote to Roland – had a letter from Mary asking me to go over for the weekend – wrote accepting – morning walked into the town & also in the afternoon – went to see ‘The Saints Vacation’ at the West Park with Gee – bombers including flying fortresses at great height & roof top flying Blenheims escorted by fighters raid Western Germany in daylight hits on power plants. [inserted] Ediths [/inserted] Dennis has come for the weekend [page break] [underlined] WED [/underlined] 13TH Alex came home at night – is going abroad – went to the Priory with Gee to see ‘Angels with Wings’ met Mary there & we saw her home afterwards – went for a walk in the afternoon in between rain showers [underlined] THUR [/underlined] 14TH Went to Mrs Johnson’s in the morning with Alex – went for a walk with Gee in the afternoon & at night – Churchill has met Roosevelt in the Atlantic & peace aims formed [underlined] FRI [/underlined] 15TH A letter from Fred & postcard from Mary telling me about Sat. arrangements – went to the West Park at night to see Conrad Veidt in ‘The Spy in Black’ – enjoyed it very much Alex had a party at night & Sheila Wilf & his girl & Ron Crew were there SAT 16TH Caught the 9.20 train with Edith & Alex – I went to Doncaster [page break] [underlined] AUG [/underlined] Edith to Sheffield & Alex to Liverpool on his way to Canada missed the bus at Doncaster but caught one to Haxey & then on to Belton – met Mary who looked very nice – is getting fatter – had dinner & then went to Scunthorpe – looked round the shops & then went to the pictures to see ‘Seven Sinners’ Marlene Dietrich stayed in at night & talked – Mr Boatyman came over for the weekend [underlined] SUN [/underlined] 17TH Stayed in in the morning started to walk along the river but Mary wanted to go back – caught the 4.40 bus from Belton – called to see Mr & Mrs Axe – Mr Boatyman came back with me – air raid at night several people killed including Don Birkbeck’s father & sister Brenda [page break] [underlined] MON [/underlined] 18TH Went to the West Park with Ken & Gee to see ‘ A Night at Earl Carrolls’ enjoyed the singing we carry out heavy raids on Germany Germans advance in Ukraine Nickolieu captured (port on Black Sea) but Odessa further East is holding out. [underlined] TUES [/underlined] 19TH Went to the dentists at night & stayed in later – R.AF carry out daylight sweeps & night offensive – wrote to Mary at night [underlined] WED [/underlined] 20TH Stayed in at night & later went for a walk to Springhead I register on Sept 6th – Russians claim that 1 1/2 million Germans have been killed in the fighting up to now [underlined] THUR [/underlined] 21ST Went to the West Park at night to see ‘The Penalty’ a gangster film which I enjoyed [page break] [underlined] AUG [/underlined] [inserted] FRI [/inserted] [underlined] 22ND [/underlined] Went to PT. at night & practised forward rolls, somersault etc. – ARW at night went to see the lads who were on duty – wrote for permission to volunteer. [underlined] 23RD [/underlined] SAT Nasty day raining – went to Wriggys in the afternoon & to the Danse de Laxe at night with Gee but did not enjoy it very much as the people were fairly common – although the band was good & also the dance floor. [underlined] SUN [/underlined] 24TH Went to Cadets in the morning but did not stay long a nice warm sunny day & a nice change – went for a walk by myself in the afternoon as the lads stayed in – went to the pictures with Wriggy Ken & Gee to see David Niven, Richard Green in ‘Four Men & a Prayer’ at the Carlton [page break] I enjoyed it very much it being one of the best I have seen recently Russians have inflicted heavy losses on Germans in counter attacks. [underlined] MON [/underlined] 25TH Went to the dentists at night later went to a Nav. lecture at Cadets 2 AR.W’s during day believed bombs dropped at Hornsea – British & Russian forces cross frontier into Iran – slight resistance offered to our forces. [underlined] TUES [/underlined] 26TH Went to Cadets at night later went for a walk with the gang & raided Gee’s orchard at night – I have permission from the Dept. to join up. [underlined] WED [/underlined] 27TH Again went to Cadets at night for reference – went for a walk by myself. [page break] [underlined] THUR [/underlined] 28TH Volunteered for R.A.F. today – went to the Priory at night to see ‘Freedom Radio’ (Clive Brook) – Laval & Deat shot & wounded [underlined] FRI [/underlined] 29TH Stayed in at night & did some navigation – later went to Wriggys – warning sounded & so had to firewatch – had a letter from Mary this morning Duisburg heavily raided by Sterlings [sic] last night – Russians blow up Dnieper Dam (Took 6 yrs to construct) – went to dentists at night SAT 30TH Went to bed in the afternoon – tired after last night – went to Hessle at night did not enjoy it as by myself [underlined] SUN [/underlined] 31ST A nice warm sunny day went to Wriggy in the afternoon later went for a walk by myself & met Louis & Jessie – went to [page break] Fred’s at night he was home for the weekend – sat in Pickering Park for an hour as he was out – had a talk later & was on my way home when bombs & gunfire started – a few people killed in raid. [underlined] MON [/underlined] 1 SEPT Went to Cadets (Nav.) at night – wrote to Mary today – warnings & gunfire again tonight [underlined] TUES [/underlined] 2ND Went to the Dorchester with Ken & Gee to see Artie Shaw in ‘Second Chorus’ battle of Leningrad expected soon – warnings & gunfire again [underlined] WED [/underlined] 3RD Stayed in at night – Berlin bombed last night – [underlined] THUR [/underlined] 4TH Stayed in again at night battle still raging on Russian front – heavy fighting near Leningrad [underlined] FRI [/underlined] 5TH Went for a walk with Ken at night – later went [page break] to Wriggys – raided Gee’s orchard with Wriggy – U.S.A destroyer attacked by sub. on way to Iceland – depth charges dropped & sub. is now being hunted – passed my medical exam for R.A.F – over 70 German planes shot down over Leningrad & 100 over the Baltic – German sub. sunk in the Baltic – Italian sub. rammed & cut in half by HMS Hermione (Cruiser) in the Med – Italian Cruiser & large liner torpedoed by our sub in Med 10 enemy to 2 of ours shot down in this area [underlined] SAT [/underlined] 6TH I registered today – one more Italianian [sic] liner sunk – went to the Priory at night to see James Cagney in ‘The Fighting 69TH enjoyed the picture. [page break] [underlined] SEPT [/underlined] [underlined] SUN [/underlined] [underlined] 7TH [/underlined] Got up late – went to Wriggys in the afternoon & practised with Gee’s air pistol – went to the ‘Rampant Horse’ at night [underlined MON [/underlined] 8TH Went to see ‘Goodbye Mr Chips at the Carlton with Ken & Gee about 300 planes raided Berlin & did a lot of good – 20 missing – 2 Fortresses lost on reconnaisance [sic] U Boat captured by aeroplane – bomb it – comes to surface – machine gunned surrenders – guarded by Hudson until destroyer arrives – too rough to board – later boarded towed to port – Russians also capture one in Baltic [underlined] TUES [/underlined] 9TH Russians cut up 8 German divisions in counter attack went to dentists at night later [page break] [underlined] SEPT [/underlined] cleaned my bike – received letter from Roland today – Spitsbergen occupied by our forces [underlined] WED [/underlined] 10TH Stayed in mended my puncture & cleaned my bike – wrote to Fred today – Russians do well in central section counter attacks – kill about 7000 Germans [underlined] THUR [/underlined] 11TH Played football at night in practise match on Ella St. – [underlined] FRI [/underlined] 12TH Went for a cycle ride with Ken at night who went to sign in for night class later went to Wriggys [underlined] SAT [/underlined] 13TH Played Earles & won 4-0 on their ground played on hockey pitch – went dancing to Hessle at night by myself had a fairly decent time [page break] [underlined] SUN [/underlined] 14TH Had to sign on this morning for fire-watching later went for a little walk with Ken & Gee went to Wriggys in the afternoon played cards & listened to gramo. records in their shed – went for a walk into the town together at night – they went drinking but I came home & went to bed early [underlined] MON [/underlined] 15TH Gee has got his motor bike – we tried it out in the Avenue – Turin bombed by our long distance planes – three German transports sunk in the Baltic – received a letter from Mary [underlined] TUES [/underlined] 16TH Went to see ‘Men are not Gods’ at the Carlton with Gee – enjoyed it – based on the Play Othello (Rex Harrison Sebastian Shaw) attempted German landing [page break] [underlined] SEPT [/underlined] [underlined] 16TH [/underlined] CONT on the island of Qesel – 2 more transports sunk by Russians along with motor launch etc. – Hamburg heavily raided by our planes – Shah of Persia abdicates through the trouble caused by difficulty over rounding up the 5th columnists [underlined] WED [/underlined] 17TH Went to the dentists & had a couple of teeth out – Karlsruhe heavily raided by our bombers all return – Blenheims escorted by fighters attack power plant at Bethune – 1 Blenheim & 7 fighters IPS lost – 7 enemy fighters shot down 3 Swedish destroyers blow up & sink at moorings – [underlined] THUR [/underlined] 18TH Went to see ‘The Trail of the Vigilantes’ at the West Park with Roland & Gee (Broderick Crawford [page break] Franchot Tone Mischa Auer) – a tough western – a change – [underlined] FRI [/underlined] 19TH Wrote to Mary – Germans on the outskirts of Kiev – assaults on Leningrad beaten off – went to see ‘Target for Tonight’ & ‘City for Conquest’ (James Cagney Ann Rutherford) at the Regal with Roland – enjoyed the latter – sentimental – but a good story & good film. [underlined] SAT [/underlined] 20TH Should have played the RAF but they didn’t turn up – went to see ‘The Philadelphia Story’ at the Carlton with Roland & Ken enjoyed the film (Cary Grant Kath Hepburn, Ruth Hussey James Stewart later went to the ‘Rampant’ & [deleted] Palais de [/deleted] Danse de Luxe) for 15 mins [page break] [underlined] SUN [/underlined] 21ST Went for a walk in the morning with the gang to see a motor [inserted] bike [/inserted] for Ken – went for a walk in the afternoon went to the pictures at night to see ‘Algiers’ (Hedy Lamar) – met a couple of girls – made a date which Gee is keeping for me – went to Roland’s for supper – gunfire here tonight [underlined] MON [/underlined] 22ND Went to Cadets at night 2 large Italian transports sunk in Med – Kiev evacuated by Russians – another American ship sunk [underlined] TUES [/underlined] 23RD Firewatched at work at night [underlined] WED [/underlined] 24TH Went for a short walk at night & then stayed in 5 more Italian ships sunk in [page break] the Med. by our subs. or aeroplanes [underlined] THUR [/underlined] 25TH Went for a walk at night & then stayed in & read until bed-time – still fighting hard on Russian front [underlined] FRI [/underlined] 26TH Went for a walk with the dog at night – [underlined] SAT [/underlined] 27TH Played the battery at Costello & won 2-1 – enjoyed the game although it was a bad pitch – went to the pictures with Trevor Russell but could not get in so we went dancing at ‘Chestnut Ave’ enjoyed it – only a radiogram – nice place RAF carry out sweep over N. France [underlined] SUN [/underlined] 28TH Stayed in all the day & did some navigation – another R.A.F sweep all our planes return still heavy fighting on the Russian front [page break] [underlined] MON [/underlined] 29TH Went to Cadets at night very interesting – RAF raid Turin, Genoa etc & targets in Sicily also Hamburg – I go for my medical on Friday – wrote to Roland [underlined] TUES [/underlined] 30TH Firewatched at work at night warning & slight gunfire 8.40 – 11.10 – wrote to Mary Stettin & Hamburg again raided – Convoy attack going through Med. 14 enemy planes shot down by fleet fighters (3 lost 2 crews safe) & gunfire H.M.S Nelson struck by torpedo nobody killed only causes reduction in speed – heavy shooting in Czech by new tyrant. [underlined] WED [/underlined] 1 OCT Stayed in at night & more RAF raids – slight gunfire here tonight [page break] [underlined] THUR [/underlined] 2 OCT Stayed in at night [underlined] FRI [/underlined] 3 OCT Went to Cardington today set off 11-00 arrived 5-20 – had a look round the camp at night [underlined] SAT [/underlined] 4 Oct Up at 6.30 & had small written test, medical etc sworn in photographs taken finished at 5.30 left the camp – went into Bedford with my two friends from Hull Tom Stacey & a boy from Bev. left our cases at the station – had tea at a restaurant – went back to the station & had a pint – caught the 9.30 train to Kettering – waited 30 mins there & caught the Edinburgh express to Leeds arrived 3.0 (We had a good wash & shave on the train) – caught a train to Hull arrived 5.30 & so to bed [page break] [underlined] OCT [/underlined] SUN [underlined] 5TH [/underlined] Got up at about half past twelve went for a walk in the afternoon & went to the Carlton at night with Ken & Gee to see Rosalind Russell & Cary Grant in ‘That Man Friday’ [underlined] MON [/underlined] 6TH Received a letter from Fred went to Gee’s & Wriggy’s at night exchange of sick prisoners held up by German attitude – heavy new German onslaught on the Russian front [underlined] 7TH [/underlined] TUES Received a letter from Mary this morning – firewatched at work at night – Germans launch big offensive – railway between Kharkov & Moscow reported cut [underlined] WED [/underlined] 8TH Wrote to Mary at night Russians evacuate certain towns but retreat in orderly [page break] manner. [underlined] THUR [/underlined] 9TH Stayed in at night – Hull trawler captures a sub. in Med. – depth charges bring sub to surface – machine guns & large gun make crew surrender – sub sinks 40 survivors picked up (trawler was less heavily armed than the sub) rained all day today [underlined] FRI [/underlined] 10TH Wrote to Don – went to the VR. Class (Nav.) tonight warning & gunfire here tonight – Russian counter attack & are holding the Germans [underlined] SAT [/underlined] 11TH Played North Hull Amateurs won 11-0 with ten men – went to a dance at Chestnut Ave. with Trev & Ali (on leave) had a good time we all got to know somebody – met Jean – warning at night [page break] [underlined] OCT [/underlined] [underlined] SUN [/underlined] 12TH Stayed in bed in the morning – went for a walk in the afternoon with the lads – a very nice day warm, clear & fresh stayed in at night – warnings & gunfire tonight [underlined] MON [/underlined] 13TH About 300 planes raid places in the Ruhr, Bevariatte & do well – fighters in daylight sweep destroy 20 enemy fighters lose 12 two pilots safe – heavy fighting on Russian front – went to the dentists at night – firewatched at work slept through one warning [underlined] TUES [/underlined] 14TH Took the dog for a walk after tea – stayed in at night – another heavy raid on Germany last night – SW. Germany again visited by our bombers [page break] [underlined] OCT [/underlined] [underlined] WED [/underlined] 15TH Stayed in at night wrote to Alex [underlined THUR [/underlined] 16TH Went to an RAFVR lecture in Morse & Maths taken by Mr Colbert [deleted] as [/deleted] Germans very near Moscow – heavy fighting [underlined] FRI [/underlined] 17TH Went to the dance at Chestnut Ave with Ali Mason & Trev. had a very good time Jean & Eileen were there – saw them home – given a lift from Willerby to Carew St arrived home 11.15 [underlined] SAT [/underlined] 18TH Played East Hull Amts. won 6-0 in a very strong wind walked to Langham at night but could not get in – so walked home & listened to the wireless – Russians slow up German advance on Moscow which is now nearly at a standstill [page break] [underlined] OCT [/underlined] [underlined] SUN [/underlined] 19TH Stayed in bed in the morning – went for a short in the afternoon as it was very wet & it rained a little – improved after tea walked round to town could not get into the pictures so stayed in at night [underlined] MON [/underlined] 20TH Went to see Judy Canova Bob Crosby & his wild Cats in ‘Sis Hopkins’ with Carbyon – warning & gunfire early tonight – received a letter from Mary [underlined] TUES [/underlined] 21ST Received a letter from Roland – stayed in at night – went with Edith to buy Mary’s birthday present after dinner – bought a powder compact [underlined] WED [/underlined] 22ND Firewatched at work at night – gunfire but went to bed – wrote to Mary – Naples [page break] heavily raided last night - & also targets in Holland etc. [underlined] THUR [/underlined] 23RD Went to Morse & Nav. lectures – [underlined] FRI [/underlined] 24TH Went to a dance at Chestnut Ave. & had a very good time danced with Jean nearly all the time – had to walk home – warning at dinner & tea time – [underlined] SAT [/underlined] 25TH Played R.AFVR & won 3-2 went dancing again to Chestnut Ave as I couldn’t get into the pictures had to walk most of the way there & all of the way back – had a moderate time – Jean danced with somebody else most of the time & I would have socked the kid only she appeared to prefer his company or dancing to mine & I did not wish to appear ridiculous although [page break] [underlined] OCT [/underlined] I felt like a fight [underlined] 26TH [/underlined] SUN Stayed in bed in the morning & went for a walk in the afternoon – went to see Jack Buchanan in ‘Middle Watch at the Priory at night. [underlined] MON [/underlined] 27TH Went to see James Cagney & Olivia de Haviland in ‘Strawberry Blonde’ at the Tower with Ken & Gee enjoyed it very much – Hamburg was the main target for our bombers reported frontier clash between Russian & Jap soldiers – Germans held near Moscow, but make progress in the Crimea. [underlined] TUES [/underlined] 28TH Had a letter from Mary this morning – stayed in at night [page break] [underlined] OCT [/underlined] [underlined] WED [/underlined] 29TH Wrote to Don at the night & stayed in – have a slight cold – Russians hold Moscow front but have to fall back in the Crimea – snowed today & was very cold. [underlined] THUR [/underlined] 30TH Stayed in again at night wrote to Roland – Coastal Command Hudsons raid Aalsund sink 4 transport ships – machine gun in oil factory – put out of action defence posts & guns – all return safely. [underlined] FRI [/underlined] 31ST Went to Nav. lecture at night also to the dentists for my teeth [underlined] SAT [/underlined] 1 NOV Played Endike Lane OB & won 3.0 in pouring rain & sleet stayed in at night & wrote to Mary firewatching at home & had to go [page break] [underlined] NOV [/underlined] petrol & bad weather [underlined] SUN [/underlined] 9TH Up fairly early today – went for a walk in the afternoon with Ken, Wriggy & Gee – very cold but dry – firewatched at work at night – talked all night in bed about 1.0 & did not get up until 8.0 o’clock. [underlined] MON [/underlined] 1OTH Stayed in at night & wrote to Roland at the Office – Hamburg raided last night – HMS Aurora, Penelope & two destroyers attack convoy in Med & sink 10 ships, 2 destroyers & damage another we suffer no casualties – famous destroyer HM.S Cossack sunk [underlined] TUES [/underlined] 11TH Stayed in at night – do not feel very well still having trouble with – wrote to Mary had a couple of letters from [page break] [underlined] NOV [/underlined] Alex today – [underlined] WED [/underlined] 12TH Went to the Regal at night with Geoff to see ‘Married but Single’ Rosalind Russell & also a Dr Kildare film [underlined] THUR [/underlined] 13TH Stayed in at night received a letter from Roland. [underlined] FRI [/underlined] 14TH Went to VR class at night but Capt. Beere did not turn up so we did morse & Byrne gave us a lecture – HMS Ark Royal sunk [underlined] SAT [/underlined] 15TH Went for a walk round the town in the afternoon as I couldn’t get in at the Dorchester went dancing to the YU at night with Edith – had moderate time band was lousy – 1 casualty in Ark Royal [underlined] SUN [/underlined] 16TH Went to PT (VR) in the morning – played football [page break] [underlined] NOV [/underlined] & did a little drill – went for a short walk in the afternoon but it started to rain so we played ‘Monopoly’ at Wriggys went to see ‘Oh Mr Porter’ at the Carlton with the gang at night. [underlined] MON [/underlined] 17TH Went to Court in the morning & afternoon nice change – stayed in at night – (Ark Royal hit by torpedo & after being towed sunk only 20 miles from Gib.) [underlined] TUES [/underlined] 18TH Went to Court again in the morning – very nice day firewatched at work at night had a quiet night. [underlined] WED [/underlined] 19TH Very foggy tonight went to Sheila’s 21st & Wilf was also married in the afternoon Mary & Bob were at the party [page break] [underlined] NOV [/underlined] arrived home 1.0 [underlined] THUR [/underlined] 20TH Went to see ‘Andy Hardy’s Secretary’ with Mickey Rooney etc also ‘The Black Parrot’ at the Regal with Geoff and enjoyed it very much – Russians evacuate Kirsch in the Crimea – went to [deleted] [underlined] FRI [/underlined] [/deleted] Rolands after pictures until 11.30 [underlined] FRI [/underlined] 21ST We start an offensive in Libya & are already 50 mls into the country – went to Nav. lecture at VR. [underlined] SAT [/underlined] 22ND Stayed in both at night & in the afternoon read most of the time – we do well in Libya – capture Fort Capuzzo. [underlined] SUN [/underlined] 23RD Went to P.T & drill in the morning & went for [page break] [underlined] NOV [/underlined] a walk with Wriggy & Gee in the afternoon – played Monopoly at Wriggy’s at night. [underlined] MON [/underlined] 24TH Went to see ‘That Night in Rio’ (Don Ameche Alice Faye & Carmen Miranda) with Gee at the Carlton – tank battle in Libya continues – heavy fighting again near Moscow [underlined] TUES [/underlined] 25TH Stayed in & read at night – later went for a short walk – Russians are holding the Germans near Moscow& counter attacks gain ground. [underlined] WED [/underlined] 26TH Received a letter from Mary this morning – stayed in at night – battle still raging in Libya – [underlined] THUR [/underlined] 27TH N.W Germany raided by RA.F wrote to Mary [page break] [underlined] NOV [/underlined] our forces join up with Tobruk tank battle resumed both forces bringing up reserves went to VR class at night & later firewatched at work. [underlined] FRI [/underlined] 28TH [inserted] Received letter from Fred [/inserted] N.W Germany again raided – went dancing with Gee & his friend who was home on leave – had a fair night [underlined] SAT [/underlined] 29TH Rostov retaken by the Russians – Germans retreat still heavy fighting in Libya – played Tarraneans won 3-1 stayed in at night & read. [underlined] SUN [/underlined] 30TH Rolled downstairs about 11.0 wrote to Roland went for a walk with Wriggy, Ken & Gee – later went to Wriggy’s to tea (his birthday yesterday) & then went to see ‘Juarez’ Bette [page break] Davis, Paul Muni at the Carlton – then played monopoly at Wriggys [underlined] DEC [/underlined] [underlined] MON [/underlined] 1ST. Went to the pictures with Ken & Gee to see Barbara Stanwyck & Henry Fonda in ‘Lady Eve’ enjoyed it – later went for a walk. [underlined] TUES [/underlined] 2ND Stayed in at night & wrote to Fred & Louis – received a letter from Louis this morning – Germans cut the corridor between Tobruk & our forces – 18 1/2 – 50 men to be called up – boys & girls between 16 – 18 to register for youth organisations A T.C etc. H.M S. Sydney (Cruiser) sunk after sinked [sic] large armed merchantman (HM.S Dorchester sank an armed merchantman but did not [page break] pick up survivors as there was a sub. in the vicinity) [underlined] WED [/underlined] 3RD Went to [deleted] Roland [/deleted] work fire-watching & read all the night [inserted] received a letter from Mary. [/inserted] [underlined] THUR [/underlined] 4TH Russians pushing on to Taganrog - & hold Germans round Moscow went to Morse lecture at night later went to Rolands [underlined] FRI [/underlined] 5TH Went to a party at Rolands all the lads were there Doreen Jarvis, Doreen & Doreen Tadman Mary & Elsie didn’t turn up had a good time – arrived home 2.30 [underlined] SAT [/underlined] 6TH Played Reckitts boys with 10 men lost 2-0 cold & started to rain near the end stayed in at night & wrote to Mary SUN (7TH) Stayed in bed in [page break] [underlined] DEC [/underlined] the morning & went for a walk in the afternoon with Roland, Gee, Ken & Wriggy – stayed in at night AR.W for a few hours – Japan raids Phillipine Isles Hawaii & American Naval Bases – heavy casualties inflicted – invade Thailand & N. Malay. [underlined] MON [/underlined] 8TH Went to Court today – Thailand stops resistance – more raids by Japs on American bases – Hong Kong attacked but our forces repell [sic] invaders. America declares war on Japan we, all our Dominions, Holland etc (we declared war on Finland Rumania & Hungary on Sat. 6TH) [underlined] TUES [/underlined] 9TH Went to Court in the morning – went to see ‘Dogs of the Air’ James Cagney Pat O’Brien [page break] [underlined] DEC [/underlined] etc with Geoff – wrotten [sic] picture. Japs make very little ground in N. Malaya against our forces [underlined] WED [/underlined] 10TH H.M.S Prince of Wales (new ship 35000 tons) & HMS Repulse sunk off Singapore – Russians retake Tikhvin – our forces in Hong Kong repulse attacks & inflict heavy losses – wrote to the RA.F. went to Maths lecture & later played billiards [underlined] THUR [/underlined] 11TH Stayed in & read – over 2300 men saved from Repulse & Prince of Wales: Admiral Sir Tom Phillips among the missing – the Japanese battleship Hamura 29000 tons has been sunk by aircraft. [underlined] FRI [/underlined] 12TH Went to Nav lecture at night – very interesting [page break] [underlined] DEC [/underlined] [underlined] SAT [/underlined] 13TH Played City Engineers & won 6-0 with 8 men – rotten game – firewatched at work at night – had a letter from Louis [underlined] SUN [/underlined] 14TH Stayed in bed & listened to the wireless in the morning – arrived home about 12.0 – played Monopoly at Wriggy’s in the afternoon & finished writing to Mary at night our forces in Med – sink Italian cruiser & seriously damage another [underlined] MON [/underlined] 15TH Went to see Errol Flynn in ‘The Sea Hawk’ at the Carlton & enjoyed it very much Brest & Ostend raided – our forces push on in Libya – stated that 1 battleship & 5 other [underlined] TUES [/underlined] 16TH Stayed in at night Russians retake Kaunin [page break] [underlined] WED [/underlined] 17TH Received a letter from Mary – H.MS Dunedin (Cr. sunk in the Atlantic – stayed in at night. [underlined] THUR [/underlined] 18TH Stayed in at night – German & Italians in full retreat in Libya – Russians push on – [underlined] FRI [/underlined] 19TH Received a card from Mary this morning & rang her up – Japs make landing in Hong Kong – [deleted] Duchess of Gloucester [/deleted] – went to library & bought Christmas Cards – stayed in at [underlined] night [/underlined] [underlined] SAT [/underlined] 20TH Up early caught 9.20 train to Doncaster & bus to Epworth met Mary from work – arrived cottage 2.15 caught bus to Epworth 5.50 & saw ‘Keeping Company’ Ann Rutherford – enjoyed it – arrived [page break] home 9.30 & talked until bed time. [underlined] SUN [/underlined] 21ST Went for a walk after breakfast – called to see Mary’s aunt & then called for the milk, - had tea left at 4.0 to catch 5 o’clock bus from Belton – 6.50 train to Hull arrived 8.30 went home – changed & went to work to firewatch. [underlined] MON [/underlined] 22ND Very tired today – wrote to Mary at night – R.AF raid Brest etc Hong Kong still holds out. [underlined] TUES [/underlined] 23RD Bought Mary’s present a bracelet – it had to be altered – went to see ‘Cottage to Let’ at the Dorchester & enjoyed it very much – Russians still push on – left off for Christmas [page break] [underlined] DEC [/underlined] tonight [underlined] WED [/underlined] 24TH Don came for me this morning – he is on embarkation leave – went a short walk – went for my bracelet but wasn’t ready – met Geoff in the town in the afternoon – went on the pier etc – collected our goose from Mrs Johnson – also called again for bracelet still not ready – went back later on my bike – eventually collected at 6.15 on my way to the dance at the Bev. Baths – enjoyed it very much Jean was there also Joyce (Les’s friend) finished at 11.0 – Denis has come for a few days – talked had a drink went to bed about 2.0 o’clock. [page break] [underlined] DEC [/underlined] [deleted] [underlined] THUR [/underlined] [/deleted] [inserted] FRI [/inserted] 26TH [sic] Benghazi captured by 8TH Army stayed in at night – have toothache – posted Mary’s present this morning – went to see ‘Ziegfeld Girl’ at the Carlton in the afternoon – (James Stewart, Hedy Lamarr, [sic] Lana Turner & Judy Garland) Russians probe straightened German line. [underlined] THUR [/underlined] 25TH Stayed in bed in the morning – went to see Hull beat York 26-20 in the afternoon – stayed in at night played cards with dad & drank rum. [underlined] SAT [/underlined] 27TH Stayed in all day – teeth still bad – received a letter from R.A.F saying that I shall be called up in March [page break] [underlined] DEC [/underlined] [underlined] SUN [/underlined] 28TH Went for a walk with Wriggy & Ken in the afternoon – very cold but fresh went to see Sonja Henje [sic] at the Carlton with them at night in ‘My Lucky Star’ – later played Monopoly at Wriggy’s [underlined] MON [/underlined] 29TH Firewatching at work – went to the Tivoli – rotten show – Norman Long etc. (Edna Squire-Brown in ‘Dance of the Doves’ good & also Kusharney) – in action in Libya 22 tanks destroyed & 20 damaged we make a small landing in Norway kill or capture whole German garrison & set fire to Oil stores etc & sink 5 ships – 2 armed trawlers & 1 armed tug – great cooperation by 3 Services Uncle Tom died yesterday [page break] [underlined] DEC [/underlined] [underlined] TUES [/underlined] 30TH Received a [inserted] Christmas [/inserted] letter from Marian & also from Alex – stayed in at night & wrote to Louis – our forces withdraw from Sarawak – Americans being pushed back in Phillipines – Russians capture important towns. [underlined] WED [/underlined] 31ST Received a letter from Mary – stayed in at night – Russians make landing in Crimea & our forces push on in Libya – [underlined] JAN [/underlined] [underlined] THUR [/underlined] 1ST Stayed in at night & wrote to Bert – we make another landing in Norway in Lofoten Isles – destroy communications sink a few ships – capture many Germans & Quislings – take back many Norwegians & destroy [page break] [underlined] JAN [/underlined] oil plants etc we suffer no casualties – [underlined] FRI [/underlined] 2ND Went to see ’Sorochintse [sic] Fair’ at the New (Russian Ballet & Opera) & with Geoff & enjoyed it very much – Russians push on. [underlined] SAT [/underlined] 3RD Played for Constable St O.B. against R.AFVR & won 13-1 rained most of the time – Frodin is home on leave – went to work at night to firewatch – wrote to Mary – H.M.S. Neptune sunk by mine in Med – survivors taken prisoner – also destroyer HM.S Kandahar sunk when going to assist her – convoy of 30 ships also attacked for 4 days – only 3 ships sunk & our forces destroy 3 subs & a Konder raider [page break] [underlined] JAN [/underlined] [underlined] SUN [/underlined] 4TH Russians push on past Kaluga – Japs push on in Malaya & Philippines [sic] – went for a short walk in the afternoon with Ken & Gee it rained slightly – the lads came to our house at night & we played Monopoly. [underlined] MON [/underlined] 5TH Stayed in at night as Frod & Peggy came to supper – very cold today – very bad weather experienced in Libya [underlined] TUES [/underlined] 6TH Went to see ‘The Golden Hour’ at the Carlton with Geoff (James Stuart & Paulette Goddard) enjoyed it very much funny & witty – snowed during the night – very dirty underfoot Japs capture an aerodrome in Malaya – Americans sink destroyer & damage battleship [page break] [underlined] JAN [/underlined] in raid on Jap convoy. [underlined] WED [/underlined] 7TH Stayed in at night & read Russians still advance – we retreat in Malaya – still cold [underlined] THUR [/underlined] 8TH Went to Morse lecture at night – our forces in Libya force Rommels men to retreat from Jabanihal? – stated that 7 Jap naval craft were sunk in previous engagement – still cold & freezing [underlined] FRI [/underlined] 9TH Firewatched at work at night went to see ‘Footsteps in the Dark’ at the Tower with Geoff & Lucas (Errol Flynn) enjoyed it very much – Brest raided for the 5th night in succession [underlined] SAT [/underlined] 10TH Have a bad cold – curse it played Army Eleven – lost 8-3 went to the Bev Rd Baths at [page break] [underlined] JAN [/underlined] night with Gee – thin time because of cold – freezing & foggy at night – letter from Mary. [underlined] SUN [/underlined] 11TH Stayed in all day as I have a cold – still very cold wrote to Marian. [underlined] MON [/underlined] 12TH Went to Court today – cold a little better – still very cold – wrote to Mary at night we retreat further in Malaya – evacuate Kualar [sic] Lumpur – received a letter from Roland. [underlined] TUES [/underlined] 13TH We take Sollum – American in Philip. Stop Japs advance wrote to Alex at night – went to Court today – still very cold. [underlined] WED [/underlined] 14TH Snowed hard this morning – wrote to Fred at work – went to the Regal at night with Geoff to see ‘Billy the Kid’ (Robert [page break] [underlined] JAN [/underlined] Taylor & Brian Donbery) & ‘Elsie & Doris’s Weekend (Elsie & Doris Waters) Russians push on [underlined] THUR [/underlined] 15TH Hamburg & Emdin raided by the RAF – went to Morse lecture later firewatching at work – still very cold. [underlined] FRI [/underlined] 16TH Felt very ill & weak today believe cold – or perhaps the soup consumed other night – Hamburg again raided – stayed in at night [underlined] SAT [/underlined] 17TH Cleaned part of my bike in the afternoon danced at the Bev Rd at night & had a very good time Halfaya surrenders & many prisoners taken [underlined] SUN [/underlined] 18TH Stayed in bed in the morning – short walk in the afternoon with the lads – went [page break] [underlined] JAN [/underlined] to Ken’s at night & played Monopoly – his sister also played – snowed a little at night – Von Reichenau – Nazie [sic] General reported dead of a seizure on way back from front after being dismissed – Churchill arrived back from America yesterday by aeroplane. [underlined] MON [/underlined] 19TH Went to George Hotel with Louis for lunch – went for haircut after work with Gee – made us very late – went with Gee & Ken to the Carlton to see ‘The Woman’s Face’ very good picture, - sat next to a very nice girl – wish the lads hadn’t been with me [underlined] TUES [/underlined] 20TH Went to the Tower with Fred who is [page break] [underlined] JAN [/underlined] over on leave it was ‘Flight from Destiny’ also ‘The Dog in the Garden’ & was a very good picture – Mozaisk [sic] retaken from Germans – very cold today – received a letter from Mary [underlined] WED [/underlined] 21ST Had a telegram from Alex this morning – he is back in England – went dancing with Gee to the Bev. Baths Russians push on in the Moscow sector – worst weather experienced for 10 years in Lybia [sic] – still very cold here [underlined] THUR [/underlined] 22ND Stayed in at night & wrote to Mary – very cold today – Japs. land in islands very near to Australia & our forces again retreat in Malaya [page break] [underlined] JAN [/underlined] our bombers raid Emden, Hamburg etc & enemy aerodrome in Holland [underlined] FRI [/underlined] 23RD Very cold today – rained & froze when it fell in the morning – later rained heavily – Rommel’s forces take Jedabya – Russians push on stayed in at night [underlined] SAT [/underlined] 24TH Axis convoy attacked in the Med & several transp. sank also a destroyer & Cruiser played Endike Lane OB (4-4) very dirty game in both senses scored from pen. went to Bev Rd at night with Gee – pouring with rain so took an umbrella Joan who works with John was there with a friend Edith away for weekend [page break] [underlined] JAN [/underlined] [underlined] SUN [/underlined] 20TH Snowed heavily this morning – stayed in bed – went to Wriggys in the afternoon – pouring with rain also went at night & listened to the gramo. W’s friend Joan was also there [underlined] MON [/underlined] 26TH Went to the Tower with Ken to see ‘A Night in the Tropics’ – more ships sunk by Americans in raid on Jap Convoy in Macassar Straits [underlined] TUES [/underlined] 27TH R.AF raid Brest – stayed in at night & read – wrote to Bert today – still very cold & more snow Rommels forces push on in Libya [underlined] WED [/underlined] 28TH Firewatched at work at night – RAF [page break] [underlined] JAN [/underlined] again raid Brest & other targets – Rommels push said to be held & slowered [sic] down Russians still advance [underlined] THUR [/underlined] 29TH Went to Morse lecture at night – reported H.M.S Barham (31,000) sunk in November Alex arrived home in the early hours of the morning – received a letter from Mary – rang Mary [underlined] FRI [/underlined] 30TH Received a letter from Roland Japs 18 mls from Singapore we evacuate Benghazi again – Russians push on – went to see Tauber in Schubert’s ‘Blossom Time’ with Geoff & Lucas at the New Theatre – snow gone. [underlined] SAT [/underlined] 31ST Stayed in & wrote to Mary in the afternoon danced at Bev Rd at night with [page break] [underlined] JAN [/underlined] Gee – our forces evacuate Malaya & return into Singapore Island. [underlined] FEB [/underlined] [underlined] SUN [/underlined] 1ST Went to Wriggys in the afternoon & to the Carlton with Ken, Wriggy & Gee at night to see George Formby in ‘Let George do it’ snowed at night – had a snowball fight after pictures [underlined] MON [/underlined] 2ND Went to see ‘Love Crazy’ (Myrna Loy & Wm Powell) at the Carlton – very funny & amusing US. Navy sinks many ships by means of aircraft etc in raid on Jap occupied base in the Atlantic & 1 ft of snow at night [underlined] TUES [/underlined] 3RD Went to the dance at Bev Rd – had a fairly good time met Miss Clayton (works in Edith’s office – Esther & Mary [page break] [underlined] FEB [/underlined] Vise were there – arrived work 11.50 – firewatching – snow is melting making seas of slush [underlined] WED [/underlined] 4TH Alex comes back from Leeds & has to return to Bournemouth at night – saw him off at the station [underlined] THUR [/underlined] 5TH On holiday – finished cleaning my bike in morning – helped dad chop wood in the afternoon & also read – went to Morse lecture at night – had a letter from Mary she is coming over for the weekend [underlined] FRI [/underlined] 6TH Cleaned dance shoes, football boots, cycle bag – very busy this morning – went to work near dinner time to receive telephone [page break] [underlined] FEB [/underlined] call from Mary – went to the pictures in the afternoon to the Dorchester to see Walter Pidgeon, Joan Bennett & George Sandys in ‘Man Hunt’ a very good picture – rang Mary again afterwards & stayed in & read at night [underlined] SAT [/underlined] 7TH Went to meet Mary in the afternoon – didn’t arrive telegram to say had missed connection – met 6.31 London train but didn’t arrive until 7.15 – dashed to Marys Uncle’s (Telford St) – then to the dance at the Baths – arrived 8.45 – took taxi home – talked & had supper until 12.10 walked home – arrived 1.15. [underlined] SUN [/underlined] 8TH Up early called for Mary later went to Edna’s & then saw Mary off in the [page break] [underlined] FEB [/underlined] afternoon on the 4.25 train went to the pictures at night to see John Garfield & Priscilla Lane in ‘Dust be my Destiny’ [underlined] MON [/underlined] 9TH Firewatched at work at night & wrote to Mary – Japs make landing on Singapore Island – counter measures being taken fighting near Gezala in Libya – [underlined] TUES [/underlined] 10TH Court again this morning – went to see Arthur Askey etc in ‘I Thank you’ at the Dorchester – Japs take aerodrome on Singapore Island – only 10 mls from the town itself – wrote to Roland [underlined] WED [/underlined] 11TH Stayed in at night – very nice day (for a change) – Japs approach Singapore City believe it is all up there [page break] [underlined] FEB [/underlined] Bert came into the office this morning [underlined] THUR [/underlined] 12TH Bert came back from Scarborough tonight – had tea together went to Morse Exam a V.R. (100 per cent on 6 wp.m) whilst Bert went for Margaret – went to the Regimental Dance at the Bev. Rd Baths – not too crowded had a fair time – arrived home 12.30 still hanging on in Singapore [underlined] FRI [/underlined] 13TH Schamhorst, Prince Eugen & Greisenau move from Brest to Heligoland Bight & up the Channel – our air force (torpedo planes bombers & fighter bombers & escorts) attack supporting E boats, trawlers, destroyers & the 3 ships & also our destroyers & MTB take part – stated several hits [page break] [underlined] FEB [/underlined] made which slowed their speed down to 18 Knots – we lost 6 Swordfish, 20 bombers & 16 fighters in the [deleted] ta [/deleted] attack – destroy 18 of their fighters – Japs capture Singapore’s City reservoir – report of successful American naval raid on Gilbert Isles – 18000 ton aircraft carrier sunk – many Jap planes destroyed & bases very severely damaged [underlined] SAT [/underlined] 14TH Played Hessle Amateurs lost 10-0 with 8 men – went to the Wenlock Barracks at night with Gee – not a very good dance too crowded – not a nice crowd – left early – our American fighters in Libya meet 30 enemy planes destroy 20 & damage the rest. [page break] [underlined] FEB [/underlined] [underlined] SUN [/underlined] 15TH Stayed in bed in the morning – went to Wriggy’s in the afternoon – firewatched at work at night – short warning – aeroplane over & machine gunned – later shot down – Singapore has surrendered [underlined] MON [/underlined] 16TH Received a letter from Mary & Roland – stayed in at night & swotted some navigation – warning again tonight [underlined] TUES [/underlined] 17TH Received a letter from Louis – 2 Italian Cruisers & 1 Destroyer torpedoed in Med. stayed in at night & wrote to Mary [underlined] WED [/underlined] 18TH Had another letter from Mary – finished writing to her at work today went to the Tower at night to see ‘The Tower of Terror’ a terrible film – ridiculous [page break] [underlined] FEB [/underlined] [underlined] THUR [/underlined] 19TH Went to Morse lecture at night – RAF raid Bremen etc. Japs raid Port Darwin in Australia [underlined] FRI [/underlined] 20TH Received a letter from Fred stayed at work for tea then went to the Regal with Geoff & Lucas to see ‘International Squadron’ which was a very good flying picture – also Robert Young & Jane Hussey in ‘Bachelors Honeymoon’ [underlined] SAT [/underlined] 21ST Japs attack island of ‘Bali’ in preparation for invasion of Jurva – allied naval forces blow up 1 Cruiser sink 2 destroyers for one of our own & also several transports played for Grammar School ATC Squadron in the afternoon [page break] [underlined] FEB [/underlined] in heavy snow – lose 6-0 with only 7 men – later went to work to firewatch & read part of the night – had a roaring fire kettle boiled on the hearth [underlined] SUN [/underlined] 22ND Arrived home 12.0 o’clock went for a walk in the afternoon – snowed a little – went to Wriggy’s at night played cards & dominoes [underlined] MON [/underlined] 23RD Went to see Tommy Dorsey & his band in ‘The Gay City’ at the Tower with Ken & Gee – fair picture – more snow here today [underlined] TUES [/underlined] 24TH Stayed in at night & wrote to Roland – Japs take aerodrome on isle of Bali [underlined] WED [/underlined] 25TH On holiday – wrote to Mary in the morning – a walk into town in the afternoon [page break] by Navy to effect the withdrawal Rangoon position serious – [inserted] FEB [/inserted] Convoy of troops approaching Java dispersed by allied Naval action. [underlined] MARCH [/underlined] [underlined] SUN [/underlined] 1ST Took the Nav & Maths Exam at the Cadets in the afternoon – short walk at night with Ken & Gee – later went to Wriggy’s & played Austin’s Rummy – had to leave early as Fred was over on leave [underlined] MON [/underlined] 2ND Stayed in at night & wrote to Roland – Japs make landings in Java. [underlined] TUES [/underlined] 3RD Received a letter from Mary & wrote to her at night – she also rang me up this afternoon to see if I would go over to a dance – Japs held in Java but [page break] [underlined] MCH [/underlined] Dutch Gov. leave Batavia & say they will not be able to hold Java [underlined] WED [/underlined] 4TH Jap bombers attack U.S fleet in Pacific – 16 out of 18 shot down – no damage to Fleet – RAF raid Renaud works near Paris which is working for the Germans – Vichy say heavy damage & about 600 people killed over 1000 injured – started to snow at night went to the Bev Rd Baths had a moderate time [underlined] THUR [/underlined] 5TH Snowed all today went to V.R class later to work to firewatch – Japs infiltrate throughout Java – Russians push on. [underlined] FRI [/underlined] 6TH Stayed in at night have a rotten cold – communications with Java cease – Dutch [page break] say will fight to the end. [underlined] SAT [/underlined] 7TH Played City Engineers with 9 men lost 6-2 – thick snow enjoyed it really although cold was a nuisance – Trev. Russell home on leave – he played – stayed in at night – Russians push on [underlined] SUN [/underlined] 8TH Very nice day for a change up late – played cards at Wriggys in the afternoon – stayed in again at night – cold still bad wrote to Alex. [underlined] MON [/underlined] 9TH Japs make landings on New Guinea – Rangoon evacuated scorched earth policy taken – stayed in at night cold still bad received a letter from Roland [underlined] TUES [/underlined] 10TH Convoy attacked in Med – 1 Cruiser & 1 destroyer set on fire also a transport [page break] [underlined] MAR [/underlined] details given of Japanese atrocities in Hong Kong – Rangoon evacuated – more landing on New Guinea – RAF again raid Essen [underlined] WED [/underlined] 11TH Cold still bad went to the Tower at night to see ‘Moon Over Burma’ (Dorothy Lamour, Robert Preston, Preston Foster) enjoyed it – Tirpitz attacked off Norwegian Coast – escapes from our planes under a smoke screen [underlined] THUR [/underlined] 12TH Les & Peggy came round at night – received a letter from Mary & wrote to her at night [underlined] FRI [/underlined] 13TH Stated that 3 Subs were sunk in attack on our convoy last Dec. (in which one of our destroyers was sunk after sinking one of the U boats the day before – this sub was one of those sunk [page break] [underlined] MAR [/underlined] Australian bombers attack Japs in New Guinea & prevent further landings being made – went dancing with Gee to a late dance at the Bev Rd Baths SAT 14TH Very nice day warm & sunny played Earles lost 7-2 short team but a very good game – Roland is over on leave – went to late dance at Bev Rd Baths – very warm but had a very good time – Allied Naval forces lost in battles near Java – including H.M.S Exeter about 13 ships lost – several Jap ships sunk incl. 2 Cruisers – 10 German planes shot down over Channel area this week none of ours lost [underlined] SUN [/underlined] 15TH Went for a walk with Roland in the morning [page break] [underlined] MAR [/underlined] a very nice day – listened to Roland’s records at Gee’s in the afternoon – went to Wriggy’s at night & played cards Dolcy Rogers was there. [underlined] MON [/underlined] 16TH At Court this morning went to see Errol Flynn in ‘Santa Fe Trail’ at the Tower with Roland Gee & Ken enjoyed it – had a drink after to celebrate my going away – [underlined] TUES [/underlined] 17TH At Court again this morning went to the Monica at night with Gee & Roland to see ‘The Road to Zanzibar’ – E. boats attack North Sea convoy – several accounted for by destroyers – also our aircraft encounter them later & sink or damage more – one of our destroyers lost [page break] MAR [underlined] WED [/underlined] 18TH 25 Jap ships incl 10 battleships sunk or damaged off New Guinea – firewatched at work at night – received a letter from Mary & wrote to her & Fred at night [underlined] THUR [/underlined] 19TH Went to Morse class at night – 20TH [underlined] FRI [/underlined] Stayed in at night – [underlined] SAT [/underlined] 21ST Stayed in bed in morning met Mary in Doncaster in the afternoon – had a walk round the town went to the Gaumont to see Sonja Henie & Glen Miller in ‘Sun Valley Serenade’ also ‘Badmen from Dakota’ enjoyed it very much – only had time for snack afterwards caught 9.0 o’clock bus to Belton – had a very nice journey. [page break] MCH [underlined] SUN [/underlined] 22ND Went out after breakfast called at Mary’s Aunts Eileen & Maisie’s and so back to The Turbay caught the 4.50 bus to Doncaster travelled home with Mary’s uncle. [underlined] MON [/underlined] 23RD Very busy at work today – left late – wrote to Mary at night received a letter from Bert & Fred [underlined] TUES [/underlined] 24TH Firewatched at work at night – wrote to Bert – Italian battleship & Cruisers attack our Med Convoy beaten off by light Cruisers & the battleship hit by torpedo [underlined] WED [/underlined] 25TH Cleaned my bike – went to Cadets – R.A.F carry out heavy raid on the Ruhr area THUR 26TH. Went dancing to the Blind with Edith [page break] [underlined] MAR [/underlined] had a moderate time – gunfire here tonight – fighter escorted bombers raid Cologne – 8 enemy fighters destroyed – 2 of ours lost Chinese reported surrounded in area in Burma – fighting back & repulsing Japs. [underlined] FRI [/underlined] 26TH Went to the pictures with Geoff and Lucas at night [underlined] SAT [/underlined] 27TH Said goodbye at the Office – gave me 25/- to spend – very good of them – saw Mrs Johnson gave me eggs & oranges – met Mary at the Station in the afternoon – bought her a locket – saw the other Mary at Hammonds – brought Mary home to tea – later went to the YPI to dance – crowded not very nice – caught last bus walked home – our naval [page break] land & air forces attack St Nazaire [underlined] SUN [/underlined] 28TH Very nice day – went for Mary in the afternoon – said goodbye – travelled up to Doncaster with Mary – sorry to leave her – arrived London 9.35 – cup of tea at Salvation Army Canteen – directed to their Hostel in Russell Squ, very nice place – modern – many amenities ie billiards etc – nice bedroom [underlined] MON [/underlined] 29TH Went to Lords – saw Alex – collected kit wrote to Mother & Mary at night Alex came round [underlined] TUES [/underlined] 30TH Had a dental exam & Maths lecture – did a lot of marching rained a little today – wrote to Roland at night – took uniform back to tailors. [page break] APRIL [underlined] 1ST [/underlined] WED. Morse lecture at Lords – night vision test & radiography – wrote to Mary at night [underlined] 2ND [/underlined] THUR Took Morse Exam (100 per cent) another Maths lecture collected uniform – C.O. paraded us at 17.15 & asked if anybody didn’t want to go overseas at the end of the month – looks promising – packed my civvies up and put a letter in [underlined] 3RD [/underlined] FRI Went to the Odeon to a lecture by C.O – Maths at the Zoo in the afternoon – wrote to Mary at night [underlined] SAT [/underlined] 4TH Morse in the morning – had a haircut in the afternoon went into town with Eric Bob & Harry – had a look round the Westminster Abbey [page break] [underlined] APRIL [/underlined] saw Houses of Parliament – went to the YMCA for tea – went to see ‘Dumbo’ down Edgeware Rd. – went back to the YMCA for supper – back to billet by 23.57 (two mins to spare) [underlined] SUN [/underlined] 5TH Helped in Canteen in the morning – missed Church Parade – had a ball – polished buttons etc. went round the Zoo in the afternoon – on guard at night – wrote to Mother & Fred. (Guard 18.00 – 2000: 2400 – 2.00: 6.00 – 8.00) [underlined] MON [/underlined] 6TH Late at the Odeon for sea lecture – (very sleepy this morning) also lecture by M.O – drill in afternoon – gas lecture – then P.T. stayed in at night. [page break] [underlined] APRIL [/underlined] [underlined] TUES [/underlined] 7TH Had inocculations [sic] & vaccinated today – do not feel too good but better than the rest – had a fairly quiet day – had flight photograph taken – wrote to Mary & the office at night – turned in early [underlined] WED [/underlined] 8TH Had a quiet day – security lecture – went to London Pavilion at night with Bob & Frank – had a letter from Edith [underlined] THUR [/underlined] 9TH Rained nearly all day – had pay parade – cinema show on Careless Talk – aircraft rec etc – went into gas chamber – had to clean canteen up for the WAAF dance as the whole flight was on fatigue – wrote to Mary [underlined] FRI [/underlined] 10TH Went with Norman to [page break] [underlined] APRIL [/underlined] have my photograph taken did very little today – went to another cinema show – had full kit parade on roof. [underlined] SAT [/underlined] 11TH Received a letter from Mary – our vaccination was inspected in the morning – later were issued with flying kit – vol. to help clean the Zoo canteen ready for the dance – got a free ticket & late pass – not very good dance – Alex was there [underlined] SUN [/underlined] 12TH Wrote to Mary – Church Parade – went into town with Frank & Bob – had a great time – saw Hyde Park went into Church Army Canteen there – then onto the Beaver Club – caught a lot of buses then went to YM in Tottenham Ct Rd & back to billets [page break] [underlined] APRIL [/underlined] [underlined] MON [/underlined] 13TH Had a full kit parade before the C.O. today – lecture on Organisation in the morning – wrote to mother at night – Alex came round [inserted] (letter from Mary) [/inserted] [underlined] TUES [/underlined] 14TH Another lecture this morning on Law etc – went into centre of London to studio to hear dance [inserted] RAF [/inserted] band recording & also heard Pat Kirkwood & Elizabeth Welsh – wrote to Louis & the lads. [underlined] WED [/underlined] 15TH Did very little today – flat orderly C.O. inspected billets – wrote to Mary at night – went to the Tottenham Ct Rd YW but there wasn’t a dance – went to Baker St for my photo [underlined] THUR [/underlined] 16TH Not posted today although part of our flight was including [page break] [underlined] APRIL [/underlined] Bob, Eric, Harry & Norman – very disappointed – went to the Odeon at night with Frank to see ‘You’ll never get Rich’ Fred Astaire [underlined] FRI [/underlined] 17TH Did very little today – some drill & retired to YM in the afternoon for an hour or two – wrote to Mary at night – stayed in, received a letter from mother & Mary [underlined] SAT [/underlined] 18TH Received a letter from Fred Eric, Bob Norman & Harry left us – I was a runner this morning – went into the town in the afternoon also went to Beaver Club to tea later rowed on Regents Park with Frank. SUN 19TH Church parade in the morning wrote to Mother – went into Regents Park in the afternoon – then Beaver Club for tea – came back to our [page break] [underlined] APRIL [/underlined] [underlined] 19TH [/underlined] YM at night & went to bed early. [underlined] MON [/underlined] 20TH Wrote to Mary – did very little today – Alex came round at night – he is going to Blackpool tomorrow. [underlined] TUES [/underlined] 21ST Had a letter from Edith & Mother wrote to Roland – then went to see ‘Appointment For Love’ (Charles Boyer) & ‘Paris Calling’ (Basil Rathbone, Eliza Bergner & Randolph Scott) at the Odeon rather late leaving had to run back to billets – did arms drill today [underlined] WED [/underlined] 22ND Went dental sick in the morning – had one filled – wrote to Mary & Mother – had P.T in the afternoon – very nice – went to the New Victoria Cinema at night to take collection for RAF Benevolent Fund – saw Arthur Askey in [page break] ‘The Boy from the Back Room’ & also ‘Texas’ – had a decent time went with 7 others from our flight – had a drink after arrived back 11.45. [underlined] THUR [/underlined] 23RD Had posting parade in the morning – posted to Scarborough pay parade & did very little in the afternoon – went with Frank & Ron to the London Pavilion at night to see ‘The Foreman went to France’ which was a super picture & also ‘Hay Foot’ [underlined] FRI [/underlined] 24TH Had to stay in barracks at night – went for supper, a drink & more to eat – Group Captains inspection in the morning & FFI in the afternoon wrote to Mary [underlined] SAT [/underlined] 25TH Up early caught 10.0 train to York & so on to Scarborough arrived about 5.0 o’clock – went for [page break] [underlined] APRIL [/underlined] a look round the town at night [underlined] SUN [/underlined] 26TH Did very little today – had FFI etc. & lecture by C.O. stayed in at night & wrote to Mother, Mary & Bert – food good here & having a good time [underlined] MON [/underlined] 27TH Wrote to Fred at night stayed in – had aircraft rec. & P.T this morning -, drill & dental in the afternoon – very nice day. [underlined] TUES [/underlined] 28TH Had P.T & drill Maths & Hygiene today – wrote to Mary at night very nice day but very windy – A.RW at night [underlined] WED [/underlined] 29TH Had a letter from Sandy Alex, Mother & Mary – wrote to Mother & Alex – had Maths Morse & kit inspection in the afternoon. THUR 30TH Had 2 letters from [page break] [underlined] APRIL [/underlined] Mary & one from Mother – wrote to Mary at night – had Maths, Morse, Gas & aircraft rec as well as drill today – another air raid warning at night. [underlined] FRI [/underlined] 1ST MAY Went to the dance at the Royal at night – moderate time – had Morse Maths (100 per cent in yesterdays test) Hygiene Gas etc. – Paid today 34/- [underlined] SAT [/underlined] 2ND MAY Had Maths & march past the C.O went to the Odeon in the afternoon with Fred & Mike saw Tyrone Power in ‘Blood & Sand’ later went to the YM & wrote to Mary – received a letter from Louis & parcel from home. [underlined] SUN [/underlined] 3RD Went to early communion – sewed buttons on etc in the morning – went for a walk on the cliffs & sands with Mike & Fred in the afternoon [page break] [underlined] MAY [/underlined] climbed cliffs explored wreckage on the shore. [underlined] MON [/underlined] 4TH Had a letter from Edith today wrote to Mary, Mother & Sandy at night – mine washing about under out hotel – went for a 5 ml cross country run in the afternoon came 15th out of 38 [underlined] TUES [/underlined] 5TH Wrote up my notes at night played table tennis [underlined] WED [/underlined] 6TH Wrote to Mary – at night did some aircraft rec. – sports day went to play golf but they hadn’t any balls – took a canoe out on Peasholme Park – [underlined] THUR [/underlined] 7TH Stayed in at night – wrote up some Gas notes – had letters from Fred and Mother [underlined] FRI [/underlined] 8TH Went to look up train & bus times at night – not very good to [page break] [underlined] MAY [/underlined] Hull – wrote home at night received a letter from Mary. [underlined] SAT [/underlined] 9TH Acted as marker for cross country run – unable to run – stayed in at night – wrote to Mary. [underlined] SUN [/underlined] 10TH Went to Communion in the morning – Mother & Father came over for the day & we had a grand time dinner at the Victoria Hotel & tea at the Odeon – walked round by Olive’s Mount & down the front – had to catch 6.15 bus back. [underlined] MON [/underlined] 11TH Received a letter from Alex & Mary – wrote to Mary at night ran about 4 mls in the pouring rain up Olive’s Mount this afternoon – had Maths afterwards. [underlined] TUES [/underlined] 12TH Wrote Louis at night another cross country run today [underlined] WED [/underlined] 13TH Wrote to Fred at night [page break] [underlined] MAY [/underlined] had our Maths today which was very easy received a letter from Mary & Sandy – wrote to Mary & sent her the photograph – played baseball this afternoon. [underlined] THUR [/underlined] 14TH Had Gas Exam today – parcel of food from mother [deleted] [underlined] FRI [/underlined] 15TH [/deleted] Had a letter from Mary slight cold – paid today wrote to Mother & Mary – stayed in at night. [underlined] SAT [/underlined] 16TH Rained in the morning – nice day later on – did very little today Gas practise – inoculated again – went shopping in the afternoon stayed in at night – wrote to Alex went to bed early didn’t feel too grand [underlined] SUN [/underlined] 17TH Didn’t get up until 12 o’clock felt rotten – went onto the [page break] front in the afternoon & felt a little better – bed early. [underlined] MON [/underlined] 18TH Felt very unfit today with cold went sick but put on M & D on guard at night 10.0 – 12.0 wrote to Mary – played tennis in afternoon [underlined] TUES. [/underlined] 19TH Letter from Edith – stayed in at night. [underlined] WED [/underlined] 20TH Wrote to Edith – bathed in the sea & played football on sands in the afternoon – stayed in at night felt rotten [underlined] THUR [/underlined] 21ST Received a letter from Mother & Mary – wrote to Mary – had practise invasion parade with full kit & goodness knows what – in the afternoon – called out again for same thing at 10.45 at night [underlined] FRI [/underlined] [deleted] 21ST [/deleted] Still feel far from fit on guard at night [page break] [underlined] MAY [/underlined] [underlined] SAT [/underlined] 23RD Very nice day received a letter from Alex – desk duties in afternoon – walked round town with Mac. – went to Futurist with Hobby & Mike at night to see Meet John Doe. [underlined] SUN [/underlined] 24TH Communion in the morning – wrote to Mary – Edith & Peg came over for the day had a grand time – saw Jean Thorley – [underlined] MON [/underlined] 25TH [underlined] Whit-Mon [/underlined] – Rained in the afternoon – went ‘skeet’ shooting [underlined] TUES [/underlined] 26TH Wrote to Mary & Sandy at night [underlined] WED [/underlined] 27TH Had medical in the afternoon navigation 4.0 – 6.0 – received a letter from Geoff [underlined] THUR [/underlined] 28TH Had a letter from Mother & Mary wrote to Mother at night – on [page break] [underlined] MAY [/underlined] guard – had short Nav & Aircraft Rec exams. [underlined] FRI [/underlined] 29TH Went to dance at night – had a good time – pay parade [underlined] SAT [/underlined] 30TH Raining this morning only had CO march past – wrote to Mary – went to see ‘Each Dawn I Die’ with Mac at the Odeon – stayed in at night [underlined] SUN [/underlined] 31ST Went to Holy Communion at 7.0 & later wrote to Alex & Geoff – read in the Italian gardens in the afternoon went to the concert at night. [underlined] MON [/underlined] JUNE March past in the afternoon – also played tennis stayed in at night wrote to Mary. [underlined] TUES [/underlined] 2ND Had a letter from Edith & heard that Don has had a serious accident another march past – wrote to [page break] Gee at night [underlined] WED [/underlined] [underlined] 3 [/underlined] RD Another march past which I missed by spending the afternoon in the NAAFI after dentists – very very [sic] warm today – wrote to Edith & Mary – on Guard at night. [underlined] THUR [/underlined] 4TH Had march past AOC today & had a letter from Mary very very [sic] warm here today. [underlined] FRI [/underlined] 5TH Had a letter from Mother went to the dance at night met Doris who worked in the Timber Control at Hull – bathed in the sea this morning – still very hot [underlined] SAT [/underlined] 6TH Went bathing again this morning – into town in the afternoon – on guard at night [underlined] SUN [/underlined] 7TH Wrote to Mary – went to bed until dinner after church – went for a walk in the afternoon & [page break] [underlined] 4/9 [/underlined] Bear not false witness slander not nor lie Truth is the speech of inward purity Edward Arnold [indecipherable words] MC95275 Letter, 10 Mch 1941 from dept re calling up JL 19, Estcourt Ave Headingly Leeds 6 [page break] [blank page] [page break] WALKER’S DIARY FOR 1942 Summer Time used from April 19 to October 4 [page break] Give all thou canst: high Heaven rejects the lore Of nicely calculated less or more. Wordsworth. [page break] [details of memorable dates in 1942] [page break] Mr FD Cronin 48 Benhill Wood Rd. Sutton Surrey Don Wakeling:- Home address ‘Windyridge’ Marton Corner Sewerby nr Bridlington [page break] Maths:- 97 per cent Armaments 81 per cent Gas. 83 per cent Morse Sending 100 per cent Receiving 100 per cent Aldis “ 90 per cent “ 100 per cent Aircraft Rec 96 per cent Law & Hygiene 67 per cent Navigation 74 per cent [page break] JUNE 1942 Sunday 7 met Doris – went with Mac at night to the Odeon to see the Missing Million – poor film Monday 8 Played tennis in the afternoon had a letter from Mary – did some swot at night Tuesday 9 Received a parcel from Mother wrote to Mary & Fred Cronin at night Wednesday 10 Stayed in at night – wrote to Mother & did some Arms revision Thursday 11 Stayed in at night – did some Arms – bathed etc. – received a letter from Mary. Friday 12 Went to the dance at night Arms Exam today – farce had own Corporal – letter from Bert & parcel from Mother Saturday 13 Kit inspection 0730 rained rest of day – wrote to Mary, Roland & Fred [page break] Sunday 14 Church in morning – concert at night Doreen Howard & Paddy were also there after meeting in afternoon – wrote to Louis rained all day XX Monday 15 Still raining hard – played table tennis at Yorks. Club – letter from Edith & Ken D. Tuesday 16 Went to see ‘The Lady has Plans’ with Mac. – kitting parade Wednesday 17 Stayed in at night & did some swot – went shooting on the Ranges in the afternoon Thursday 18 On Guard at Marsden’s – wrote to Mary Friday 19 Received letters from Mother, Mary & Roland – stayed in at night – prepared by route march. Saturday 20 Route march from 0800 – 1700 17 mls – very warm with full pack & rifle – up Forge Valley & met Edith & Dennis after tea – sat & talked [page break] Sunday 21 Church in morning – wrote to Mother & Mary – saw Edith in the afternoon went to the concert at night with Mac & Mike Monday 22 Stayed in – did Aldis & revised at night – went sick on 2 days light duties – glorious day today Tuesday 23 Received a letter from Geoff & Mary – dental in afternoon very warm & sunny – aldis at night Wednesday 24 Swam in the morning & on guard at night – wrote to Mary received a letter from Mary Thursday 25 Did aldis & a little swot at night – wrote to Roland – received a letter from Fred Cronin Friday 26 Received letters from Joan Burton Fred & Louis – saw Edith at night Saturday 27 Drill pass out practise – round town in the afternoon – listened to wireless in the Bay Room at night – letter from Mother & Alex. [page break] Sunday 28 Church twice in morning – took Aldis later – stayed in in afternoon wrote to Mother did some swot with Mike at night Monday 29 Stayed in at night – CO.’s interview – have a rotten cold Tuesday 30 Had Morse, Aldis & Drill pass out today – letter from Mary – wrote to her Mrs Wakeling – bathed in the afternoon Wednesday 1 July Stayed in at night & swotted – had Flight Photo. taken – cold still bad Thursday 2 Had Aircraft Rec. & Law & Hygiene in the morning – bathed in the afternoon lovely day – letter from Mary Friday 3 Nav. Exam – pay, dentist taylor [sic] etc in the afternoon – dance at night plenty of beer – P.O Williams treats D Flight Saturday 4 Arrived home 10.00 hrs – pictures in afternoon – met Mary at night & went again to the pictures – Alex came home & went for a walk with him [page break] Sunday 5 Geoff called early – went for a walk met Mary in the afternoon – came to tea Ron also came saw Mary to bus at night Monday 6 Called in at the office – later went shopping with Mary – went into town again tin afternoon – pictures at night with Mary [inserted] ‘Weekend in Havana’ [/inserted] Tuesday 7 Met Mary in the town in the morning – caught the afternoon train to Doncaster – Wednesday 8 Walked to Epworth in morning [inserted] took short cut [/inserted] lost way stayed in in the afternoon – [symbol] went to see Andy Hardy picture at night – supper with Miss Brown Thursday 9 Helped Mary with potatoes in the morning went into Doncaster to the pictures after dinner said goodbye & wrote to Mary when I arrived home Friday 10 Went to Office in morning & to see Mrs Johnson – OB’s dance at night had great time – saw Dorothy – home Saturday 11 Stayed in bed in the morning back to Scarboro’ in the afternoon letter from Roland [page break] Sunday 12 Church parade – walk with Mac Mike to Castle – ice cream hot day wrote to Fred, Don & Fred on guard at night Monday 13 Played squash in the afternoon stayed in at night & wrote to Mary. Tuesday 14 Had a letter from Mary – wrote to Louis went to see Gene Tierney in Sundown with Mike Wednesday 15 Sunbathed & had dinghy drill in morning – good fun – wrote to Mary at night Thursday 16 Stayed in at night & wrote to Mother Friday 17 Birthday card from Mary – wrote to Bert & night went to the pictures with Mac – poured with rain Saturday 18 Still raining – went into town sewed V.R’s on uniform – wrote to Roland. [page break] Sunday 19 Went home for day – 10.00 train arrived 12.10 left by bus 5.25 – arrived 8.10 went to church canteen for supper wrote to Mary Monday 20 On OD’s at night – had to polish floors etc for Air Chief Marshals visit tomorrow Tuesday 21 Went to see Robertson Hare & Alfred Drayton in Banana Ridge at Londests’ with Mike Wrote to Mother. Wednesday 22 Stayed in at night & wrote to Mary – rained a lot today Thursday 23 Went to Church Canteen at night raining again Friday 24 Took train home on 48 hrs leave – arrived 8.15. Saturday 25 Library in morning – saw King Solomons Mine at Tower with Ken in the afternoon danced at ‘Good Fellowship Inn’ at night with Ken – very enjoyable [page break] Sunday 26 Walk in morning with Ken [inserted] letter from Mary [/inserted] & into the park in the afternoon – went back by bus at night – saw Stan & Mr Noble before I went Monday 27 Went to Peasholme to the bathing pool in afternoon – warm & sunny grand time Wrote to Mary & went to Pay Accounts at night Tuesday 28 Went to the Odeon with Mike to see ‘Reap the Wild Wind’ a very fine sea story – wrote to Mother Wednesday 29 Hamburg again heavily raided 32 missing – letter & photo from Mary on guard at night – wrote to Mary. Thursday 30 Stayed in at night & wrote to Joan – beach in morning – very warm & sunny slept during Nav. in afternoon Friday 31 Went gardening all afternoon had binge in town at night with Mac Mike Don, Priest Machin & Baxter Saturday 1 August Short run by ourselves in morning had invasion exercise in afternoon very warm Home Guard took part & ambush etc. gas bomb – stayed in at night [page break] Sunday 2 [indecipherable word] early morning wrote to Mary Geoff in the Bay Room after – had a walk Don & Mike in afternoon – Church canteen at night with Mike Monday 3 FIFF etc for posting tomorrow went with Mike to Odeon see Green Eyed Lady [indecipherable word] of £32 wrote to Mary Tuesday 4 [indecipherable words] Brough – stayed 2 hrs in Hull saw Mother & Edith – wrote to Mary at night Wednesday 5 [indecipherable word] 75 mins today – grand fun wrote to Father Thursday 6 [indecipherable word] straight & level in morning [three indecipherable words] in afternoon – wrote to [indecipherable word] Friday 7 Another 65 mins today – spins & stalls 90 mins on [indecipherable word] training over Goole saw [indecipherable words] – wrote to Fred – Don arrived today Saturday 8 Wrote to Roland – letter from Mary & Father [indecipherable words] today & raining – went home with [indecipherable words] – went to see ‘Next of Kin’ [indecipherable words] [page break] Sunday 9 Home in morning with Don – walk with Ken & Wriggy in the afternoon stayed in at night – Peggy came to tea took 9.00 train back Monday 10 No flying today afternoon off went to office – haircut – saw Babes on Broadway [indecipherable words] with Geoff – wrote to Father & John – letter from Mary Tuesday 11 No flying today letter from Mary wrote to Mary – half day went home – Wednesday 12 No flying again – sports in afternoon – wrote to Mike. Thursday 13 Did landings & take off today – had a grand time – letter from Mary & Father – wrote to Mary & Alex – saw Firebrand [indecipherable word] Friday 14 Wrote to Louis – no flying church parade – walked 5 mls through Ellington at night. Saturday 15 65 mins landing & taking off this morning flying stopped in afternoon – went home – letter from Don [page break] Sunday 16 Flying today landings & take offs 65 mins with F.O. Lamont – a very nice chap – wrote to Don & Mary XX Monday 17 Birthday today – cards from Sandy Mother Dad Edith letter from Roland & Fred – 90 mins today – spins circuits & bumps Tuesday 18 More circuits & bumps & 7 hrs test – did fairly well – letter from Alex Wednesday 19 Letter from Louis – circuits & bumps in the afternoon still bad & have done 10 1/2 hrs – went to canteen at night – Dieppe area invaded – Thursday 20 Went solo today & finished the Course – packed in the afternoon wrote to Mary & went to dance at night Friday 21 Paid – medical in morning – home in afternoon went to see Wriggy & Gee’s people at night. Saturday 22 Gee is home – went into the town in the morning & in the afternoon with Ken – went to the Good Fellowship at night – wrote to Don [page break] Sunday 23 Walk in morning with Gee & Ken & Wriggy came in the afternoon – Gee went back at night & I went to Communist meeting with Ken & W Monday 24 Went to the office in morning – wrote to Roland & Mary – saw Bob Hope in Louisiana Purchase at Dorchester with Geoff at night Tuesday 25 Wrang [sic] Mary today – went with Geoff to see ‘The Lady has Plans’ at Criterion at night Wednesday 26 Went into town in afternoon called to see Mr Blocker & Margaret – chose a ring – went to dance at YPI at night – Wriggy was there Thursday 27 Rang Mary & wrote at night – might come over at weekend Friday 28 Went to see Grasson’s at Preston in afternoon – might go next week – Alex came home tonight Saturday 29 Went into town in morning & in afternoon with Geoff – went to Good Fellowship at night with Alex – Ken & his girl Phil were there later came round to our place after dance [page break] Sunday 30 Stayed in all day – saw Alex off at night – wrote to Fred. Monday 31 Went to Preston & helped Arthur on the farm all day – stooked & [two indecipherable words] – sulphate from Hedon – Tuesday 1 SEPTEMBER Louis home on leave called in morning went into office later – coffee at Miss Thompsons Drink at ‘George’ with Mr W & Phil etc went to Criterion with Geoff at night Bride came COD Wednesday 2 Louis came home this morning had dinner with Mr Grasson in town later went to Criterion & to the Tivoli at night with Geoff Thursday 3 Louis came over – played tennis in morning – rang Mary – went to Criterion to see Look how’s [sic] Laughing & Tivoli at night with Geoff Friday 4 Went into town with Mother – had dinner out & went to Belton later in afternoon went to dance in village with Mary at night Saturday 5 Up late – went into Doncaster with Mary in afternoon – had grand time saw One of our Aircraft is Missing & Brooklyn Orchid both very good pictures [page break] Sunday 6 Stayed in until after tea when Mary & I went for a walk – came back & played cards with Mary’s Mother & Father Monday 7 Went to Scunthorpe with Mr & Mrs Boatyman & Mary – did some shopping in the morning & went to pictures in the afternoon saw ‘They Died with their [inserted] Boots on’ (Errol Flynn) [/inserted] & at night went to see Briggs Family & ‘Murder in the Air’ with Mary Tuesday 8 Went for short walk at night with Mary & then spent rest of evening in doors. Wednesday 9 Spent day in the garden & playing cards with Mary’s Mother & Father – went to see High Sierra with Mary at night – Mary accepts offer of engagement when I return from Canada Thursday 10 Reached home dinner time – went in town in afternoon to the office Friday 11 Went to office in morning & to see Miss Johnson – rang Mary – met Louis in town in the afternoon & stayed in at night Saturday 12 Met Mary & brought her home to lunch – went shopping in the afternoon bought her a watch for her 21st – went to Good Fellowship at night & had a good time – took taxi home then cycled back. [page break] Sunday 13 Brought Mary home to dinner & talked etc until it was time to see her off – went to see The Ghost Breakers’ at Regal at night Monday 14 Wrote to Mary – went to see Mrs Gateman Ken Wriggy & one or two more people – Ken came in at night. Tuesday 15 Took 9 0 train to Manchester & travelled with 3 Sergeants – arrived dinner time wrote to Mary & Mother at night – letter from Bert Wednesday 16 Church parade – FFI – CO’s lecture – today went into town at night with Brow Heath & Evan for haircut – didn’t succeed Thursday 17 Told I am to be a Navigator – disappointed had a haircut in town at night & later wrote to Mary at the Y.M. Friday 18 Letter from Mother & Fred – went to see Arthur Askey at the Palace with Johnny Jack Stanley & Evan – good show – did a little rowing this afternoon Saturday 19 Letter from Mary – wrote to Mary & Mother had morning off – went into town with 3 lads had a look round – went to see Jungle Book at the Gaumont after tea [page break] Sunday 20 Read my book in the morning after parade on cookhouse duties in afternoon with Johnny & Jed from 2.0 to 6.0 – had shower afterwards. Monday 21 In Canteen in morning – had afternoon off & went into Manchester – had tea & went to the Gaiety to see Bud Abbott & Lou Costello in ‘Rio Rita’ had a drink & returned early – wrote to Mary. Tuesday 22 Raining again today – went to a lecture on Music in the morning – letter from Edith & Mary – stayed in at night. Wednesday 23 Wrote to Mary – rained nearly all the morning [indecipherable word] the afternoon off so I went into Manchester with Jack & Johnny – ate in the Y.M. went to see Du Barry was a Lady at the Palace at night Thursday 24 Rained again today – stayed in at night & wrote to Edith – had lectures today. Friday 25 Went to the YM at night – wrote to Mary – letter from Alex – rained again today. Saturday 26 Went swimming in the morning – went into Manchester after dinner with Johnny & Jack – went to Belle Vue – had chips & pie at a small café – drinks in the Zoo – went to the wrestling – met 3 girls etc. letter from Mary [page break] Sunday 27 Stayed in bed in the morning – after parade – went rowing in the afternoon & wrote to Don – went for a walk at night with the lads & met Sylvia, Betty, Doreen & Rona Monday 28 Went to see ‘Next of Kin’ in morning – wrote to Alex, Fred & Mary – stayed in at night. Tuesday 29 Had the morning free – on canteen duty in afternoon & until late at night Wednesday 30 On duty until 2.0 o’clock – off in afternoon had shower – wrote to Mary went to see The Saint in Palm Springs & Dot Lamour in Beyond the Blue Horizon [inserted] with Roy & Jack [/inserted] Thursday 1 October had a letter from Mary & Mother Went to the ‘Ostrich Hotel with Jack & Roy played darts & dominoes Friday 2 Wrang [sic] Mary – unable to come over for weekend left Manchester 6.30 arrived home 11.0 o’clock spent an hour in Leeds – had a letter from Sandy Saturday 3 Up late – wrote to Mary had a bath – took Mother to a football match (Polish XI v Red Army XI) in the afternoon – went to the Langham at night to see Douglas Fairbanks Jnr in The Corsican Brothers – a very good film [page break] Sunday 4 Up late walked to the station to find out the times of trains – wrote to Sandy in the afternoon & caught the 4.25 to Manchester – arrived 8.30 – letters from Mary & Don waiting for me. Monday 5 Stayed in at night – wrote to Mary & Roland – had P.T today Tuesday 6 Went to the Odeon at night with Johnny & Jack to see ‘The First of the Few’ dealing with the birth of the Spitfire) – later went to the Long Bow & [indecipherable word] to celebrate Jack’s birthday became quite merry Wednesday 7 Stayed in at night & wrote to Mary & Geoff – letter from Mary Thursday 8 Rained a lot today – on assault course in the afternoon – Air Marshal Babbington here – haircut at night – letter from Mary wrote to Mary & Mother Friday 9 Received parcel from home & letter from Bert & Roland – rained a lot today had talk on Canada & at night went to Long Bow with Jack & Johnny (they are posted) met Joan. Saturday 10 Went into town & Belle Vue in the afternoon with Johnny & Jack – went to wrestling match in evening – missed the last bus (had to walk to Vic) – rained again [page break] Sunday 11 Stayed in bed until 12.0 o’clock – changed etc & wrote to Mary in the afternoon – went to the Ostrich at night with Johnny & Jack – nice warm sunny day. Monday 12 J & J have gone today – I am posted went into town to meet Joan but she didn’t turn up – pleased really & went to see Red Skelton in ‘Ship Ahoy’ – very funny enjoyed it Tuesday 13 FFI, Pay Parade – etc today – very foggy in morning – later cleared & sun shined wrote to Mary & had a letter from Mother Wednesday 14 Up early – troop train right to Bridgnorth arrived 2.10 – on guard at night – after F.FI etc. very nice district, hilly wooded with a very pleasant river Thursday 15 Had afternoon off went into town with Ron – to the Falcon had tea at the Crown & returned early – wrote Mother & Mary Friday 16 Went for a ramble in the afternoon with Ron & to the camp pictures at night to see Bette Davis in ‘The Three Forces’ – wrote Mary Saturday 17 Went into town in the afternoon with Jack & Johnny, Beaton & Drewery – ate apples & then went to the Swan & the Crown & then to the dance – didn’t dance – came back with Jubbs [page break] Sunday 18 Wrote to Roland, Don & Joan B – went for a walk with Jack in the afternoon – lovely day – were invited out to tea – spent rest of evening in N.A.A.F.I Monday 19 Warm sunny day – had 3 hrs Navvy – drill & P.T. stayed in at night & wrote to Mary & Ken at night in the NAAFI. Tuesday 20 Had a letter from Mary & paper from Mother today – wrote to Bert at night – rained heavily after tea – more Navvy drill & P.T. today Wednesday 21 Letter from Mary – wrote to Alex – went to see ‘Dive Bomber’ at the Station Cinema with Johnny Jack & Ray – not very good true American Thursday 22 Stayed in at night – wrote to Mother & Mary – Genoa & Turin bombed Friday 23 Played a scratch game of soccer in afternoon – enjoyed it – [deleted] stayed in at night [/deleted] wrote to Louis – went to Station Cinema at night to see ‘They Met in Bombay’ – Clark Gable Saturday 24 Went into town after tea with Jack – went to the Majestic to see Robert Young in ‘Meet Mr Jordan’ & Fred McMurray in another film – had fish & chip supper [page break] [inserted] [underlined] SAT [/underlined] (CONT) walked home – grand night full moon. [/inserted] Saturday [circled 25] XXX Up fairly early – wired Mary (her 21st birthday today) & then went into Bridgnorth to church – rained all afternoon stayed in & wrote to Mary Monday 26 Offensive started by us in Egypt – parcel from Mother & Joan & Lilian – also letters from Alex, Mary, Sandy Fred Mother – stayed in – wrote home Tuesday 27 Letter from Edith – wrote to Mary Joan & Miss Clayton – went boxing again and well-hurt my thumb – stayed in at night Wednesday 28 Letter from Edith – wrote to Sandy at night very misty earlier this morning – went to NAAFI at night & [deleted] wrot [/deleted] letter from Mary Thursday 29 Went to Camp pictures at night & saw ‘Sergeant York’ – Gary Cooper – very good film – wrote to Mary Friday 30 Played Soccer today – rained & didn’t play very well won 5-2 – did very little work today letter from Geoff. Saturday 31 Learned that I was posted – informed Mother & Mary – didn’t do any work & finished at 4 o’clock went into town after tea with Johnny & Jack – saw ‘Hot Spot’ at the Majestic [page break] NOVEMBER 1942 Sunday 1 Clothing parade in the morning – rained went for a walk with Bill Kelly in the afternoon collected chestnuts – went into the NAAFI at night after reading in front of the fire Monday 2 Received letters from Louis, Roland & Don wrote to Fred – didn’t do any work all day – had pay parade & FFI – packed at night went to see Les. Tuesday 3 Up early left Bridgnorth 8.30 & arrived Manchester 4.30 – thick fog today & had difficulty in finding my Hut – wrote to Mary at night Wednesday 4 Did nothing but stand about all day – finished writing to Mary at night Thursday 5 Feel far from well today – headache etc. – went to a lecture in the morning (Dutchman – reporter -) & to a Review Flying High in the afternoon. Friday 6 On Camp Co-ops in morning & had talk by Padre in the afternoon – had bath at YM at night – wrote to Mary. Saturday 7 In the Canteen in afternoon after Camp Co-ops in morning – went to Assembly Rooms (Cheatham Hill) with Johnny to a dance there – Rommel beaten [page break] Sunday 8 Canteen duty until after midday – went to the YM for tea & wrote to Edith later went to Premier to see ‘Third Finger L. hand’ had seen it – US Army lands in N.W Africa Monday 9 Posted today – did very little besides hang about – stayed in at night & wrote to Mother & Mary – letter from Edith Tuesday 10 Letter from Mary – packed etc at night later went to Heaton Park Cinema with Johnny & Roy – saw 3 Smart Girls – had a drink & chips after Wednesday 11 Travelled to Bridgnorth today – on a Course at last – letter from Mary there – wrote to Mary & Edith Thursday 12 Wrote to Don – did very little besides be equipped with books etc. – spent night in the NAAFI – met Lucas & Welborn – OH’s Friday 13 Domestic night – stayed in read Met. notes – bed early – did very little today. Saturday 14 Lectures all morning – soccer in the afternoon – lost 3-2 enjoyed the game fine day – went to see Bette Davis in The Great Lie at Station Cinema [inserted] (wrote to Mary [/inserted] [page break] Sunday 15 Wrote to Mother – church parade in the morning slept during the afternoon & went to the Station Cinema at night with Joe to see ‘Tall Dark & Handsome’ (Cesar Romero) very good Monday 16 Stayed in at night – later went to boxing match & exhibition in the Gym – very good – enjoyed it. Tuesday 17 Letter & paper from Mother – compulsory study tonight so wrote to Mary Wednesday 18 Letter from Mary today – wrote again to her at night after compulsory study. – chose soccer team Thursday 19 Played soccer in afternoon lost 5-3 we had most of the play – bath, shave collected laundry & wrote to Mother Friday 20 Compulsory study at night – went to the pictures to see Bing Crosby in ‘Birth of the Blues. Saturday 21 [deleted] [underlined] XXX [/underlined] [/deleted] Letter from Mary & parcel from home – wrote to Mary & Louis stayed in at night. – very cold today [page break] Those mighty periods of years Which seem to us so vast, Appear no more before Thy sight, Than yesterday that’s past. The Ninetieth Psalm. [page break] Sunday 22 Worked all day – compulsory study at night – very cold again today freezing in fact Monday 23 Wrote home sent parcel – took special bus into Wolves with Johnny & Ron – had photo taken went to see Henry Fonda & Gene Tierney in ‘Rings on her Fingers’ – letter from Mary waiting for me when I came back Tuesday 24 Stayed in last night & wrote to Mary – paper from Mother – domestic night. – Wednesday 25 Stayed in at night – compulsory study – very cold Thursday 26 Soccer this afternoon – drew 3-3 good game – stayed in at night & did nav. – wrote to Sandy Friday 27 Letter from Edith – stayed in at night compulsory study – had a good game of rugger today for P.T Saturday 28 Went to Station Cinema to see ‘Tess in a Taxi” later wrote to Mary – letter from Mary today [page break] Sunday 29 Went to church in the morning – had dinner at the Swan – came back to Camp & wrote to Fred – went to the pictures after tea saw ‘Hatters Castle’ Robert Newton Deborah Kerr Emlyn Williams – plotted at night Monday 30 Compulsory study at night Tuesday 1 December Letter from Mary – wrote at night rained nearly all night – also letter from Alex. Wednesday 2 Paid today – letter from Roland – took star sights at night – compulsory study. Thursday 3 [deleted] Letter [/deleted] Rained this morning – sports in the afternoon & won 3-2 good game stayed in at night sent parcel home Friday 4 Compulsory study at night – letter from Mary – boxed this afternoon did quite well Saturday 5 Stayed in at night – worked astro-sights out & wrote to Mary [page break] Sunday 6 Working today – also compulsory study at night Monday 7 Wrote to Alex – hitch hiked to Wolves bought a couple of present & went to see ‘All Through the Night’ – at flicks before coming back. Tuesday 8 Domestic night wrote to Mary – papers from home & letter from Sandy Wednesday 9 Compulsory study at night – letter from Mary. Thursday 10 Stayed in at night – played soccer in pouring rain & icy wind lost 3-0 parcel from home – wrote home Friday 11 Compulsory study – stayed in & did some revision Saturday 12 Exam today – letter from Mary & stayed in at night to write to her – plotted a few Star sights etc. – listened to the wireless in the NAAFI [page break] Sunday 13 Up early went to Holy Communion – had a bath – wrote to Roland – took Sun sights & went for a walk in the afternoon worked sights out at night Monday 14 Stayed in at night & swotted boxed in the afternoon – wrote to Mary. Tuesday 15 Boxing match postponed – swotted Met nearly all the night Wednesday 16 Met exam today – rained quite a lot – letter from Mary and wrote to her at night – swotted again at night – parcel from home. Thursday 17 Stayed in at night & swotted – posted Christmas cards & parcel home Friday 18 Letter from Mary & Don today wrote to Don at night – had Met [indecipherable word] Nav. Theory today. Saturday 19 Plotting Exam – wrote to Mary at night & went to see HM Pulham Esq with Ernie – very good picture – Johnny & Ron go on the beer – Card from Sandy [page break] Sunday 20 Stayed in at night & worked out Astro sights. – went to Communion in the morning Monday 21 [underlined] XXX [/underlined] Mothers birthday – sent telegram went into Bridgnorth with Jock in the afternoon – stayed in at night – parcel from home Tuesday 22 Stayed in at night took Astro sights – wrote to Sandy – Christmas Card from Don Wednesday 23 Went to the flicks at night with Johnny Ron Harry & Harold – saw ‘The Ball of Fire’ Barbara Stanwyck Gary Cooper [inserted] very good [/inserted] – wrote to Mary Thursday 24 Cross country in the afternoon – 6 mls took it easy – a book photographs & Card from Mary – went to the ‘Ash’ at night with the boys met Pete bad show Friday 25 Had superb meals all day – wrote to Mary – Card from home – went to see A Gentleman After Dark with Collins and Colm at night – YM afterwards enjoyed it Saturday 26 Stayed in at night – wrote home – listened to the Music Hall in the NAAFI [page break] Sunday 27 Went to Communion this morning – wrote to Fred – did a little swot in the afternoon – on guard at night letter from Mary. Monday 28 Felt very tired today turned in early – letter from Edith Tuesday 29 Did more revision at night – wrote to Mary – letter from Mother – very cold today Wednesday 30 Compulsory study at night – letter from Geoff – wrote to Mother at night – icy North wind. Thursday 31 Stayed in at night to revise letter from Alex. – listened to wireless in NAAFI for a short time Johnnie comes back with cut nose after revelry [page break] [blank page] [page break] Auxiliary Hospital Aske Hall, Etwall nr Derby. [page break] [blank page] [page break] For nothing this wide universe I call, Save thou, my rose: in it thou art my all. W. Shakespeare. [page break] 5.8.42 Flying 30 mins morning 11A2 [inserted] ? [/inserted] “ 45 “ afternoon 2,3 [page break] Size ‘9 1/2’ stockings Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Mervyn Adder diary 1941 and 1942 Conforms To An established standard to which the described resource conforms. Pending review Description An account of the resource Day by day description of events and activities for 1941 and 1942. Records films seen, war news including RAF operations, football matches played, weather, going to cadets, air raids, dates with Mary, social events, meeting friends, fire watching duties, playing tennis and cricket, lectures at cadets, presents for Mary, invention of radar, German operations in Russia, medical issues. On 2 October went to Cardington for medical and photographs then returned home. Mentions his work, meting friends and mail from family members and Mary. Covers Japanese operations and war news,. Goes to London for aircrew reception centre 28 March 1942, describes activities and training. Posted to Scarborough 25 April 1942 and goes on to describe activities and training. Continues with daily activities, leaves, medical issues, Carries on to Manchester for more training September 1942. describes daily activities and training. Continued to Bridgnorth for training. Describes activities and training. Creator An entity primarily responsible for making the resource M Adder Date A point or period of time associated with an event in the lifecycle of the resource 1941 1942 Format The file format, physical medium, or dimensions of the resource One hundred and twenty-seven handwritten diary entries Language A language of the resource eng Type The nature or genre of the resource Text Text. Diary Identifier An unambiguous reference to the resource within a given context YAdderM170573v2 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Civilian Royal Air Force Spatial Coverage Spatial characteristics of the resource. Great Britain England--Yorkshire England--Bedfordshire England--Hull England--London England--Scarborough England--Manchester England--Shropshire England--Lancashire Norway--Lofoten Temporal Coverage Temporal characteristics of the resource. 1942-02-28 1942-04-25 1942-09 Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive Contributor An entity responsible for making contributions to the resource Tricia Marshall bombing entertainment Gneisenau military living conditions military service conditions Prinz Eugen RAF Bridgnorth RAF Cardington recruitment Scharnhorst sport training https://ibccdigitalarchive.lincoln.ac.uk/files/original/193/30990/BYeomanHTYeomanHTv1-01.pdf 8262794404d2ef0dfee19a3f5bd97a8e https://ibccdigitalarchive.lincoln.ac.uk/files/original/193/30990/BYeomanHTYeomanHTv1-02.pdf 7e6e96679a1915a0c9b98fb636e9cf11 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Yeoman, Harold Harold Yeoman Harold T Yeoman H T Yeoman Description An account of the resource 31 items. Collection concerns Harold Yeoman (b. 1921 1059846 and 104405 Royal Air Force). He flew operations as a pilot with 12 Squadron. Collection contains an oral history interview, a memoir, pilot's flying log book, 26 poems, a photograph and details of trail of Malayan collaborator. The collection has been donated to the IBCC Digital Archive by Christopher E. Potts and catalogued by Nigel Huckins. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2016-10-28 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Yeoman, HT Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document Start of transcription [underlined] LOOSE ON THE WIND [/underlined] Harold Yeoman [page break] To those who never came back. [page break] Their voices, dying as they fly, Loose on the wind are sown; The names of men blow soundless by, My fellows’ and my own. A.E. Houseman, “A Shropshire Lad”, XXXVIII. “And how can a life be loved that hath so may embitterments, [sic] and is subject to so many calamities and miseries? How too can it be called a life, that begetteth [sic] so many deaths and plagues?” Thomas a Kempis, “The Imitation of Christ”. [page break] [underlined] LOOSE ON THE WIND [/underlined] Author’s foreword Never no more We would never fly like that Lennie It makes you think ‘Yes, my darling daughter’ Crewing-up Images of mortality Tony Mind you don’t scratch the paint Rabbie Letter home Low-level A boxful of broken china The end of Harry Silver spoon boy Intermezzo Overshoot First solo The pepper pot Approach and landing Knight’s move A different kind of love Sun on a chequered tea-cosy Photograph in a book Glossary [page break] [underlined] AUTHOR’S FOREWORD [/underlined] During the years of the Second World War, some 90,000 men, from the British Isles, from the great Dominions overseas and from the countries of Europe overrun by the German enemy, volunteered as aircrew in Bomber Command of the Royal Air Force. Of these men, over 55,000 were to lose their lives and, to this day, more than 20,000 of that total have no known graves. In one particular operation there were more Bomber Command aircrew killed than there were casualties during the entire Battle of Britain. There were many men whose names will bear for ever an aura of unfading brilliance, men such as Leonard Cheshire, (whom for a brief time I was privileged to know) such as Guy Gibson, or John Searby. There were also the thousands who could not aspire to the greatness of those remarkable men, to their almost unbelievable heights of courage and achievement. To attempt to assess what we in Bomber Command did achieve is no part of my aim. Much greater minds and more highly skilled pens than mine have already done this. This small piece of writing is solely an attempt, through the window of personal recollection, to tell of a few of the incidents which affected me and of a few of the splendid young men whom I was fortunate enough to know and to call my friends. Many, all too many of them, alas, gave their lives as part of the price of our freedom, the freedom from an unspeakable tyranny, that freedom which we now so casually enjoy and take so easily for granted. If, in this small book, I have planted their names like seeds in the garden of future years for even a few eyes other than my own to read, for a few other minds to remember, then I shall have done what I set out to do. An eminent air historian has recently quoted some words which I wrote to him, words which I now venture to repeat. I said, “We simply had our jobs to do and we tried to do them as best we could.” I believe that sums it up. Harold Yeoman November 1994 [page break] [inserted] [underlined] Never no more [/underlined] [/inserted] “….. And through the glasse [sic] wyndow [sic] Shines the sone. [sic] How should I love, and I so young? …..” (Anon.) [page break] [underlined] NEVER NO MORE [/underlined] There was something icy cold running down my face and a brilliant light was shining into my eyes. “What on earth?” I heard myself mutter. I came to rapidly out of a deep sleep and tried to wriggle away from the cold wetness which was finding its way down my pyjama collar, but I could not escape it, nor the blinding glare. “What’s going on?” I half-shouted, then I saw her hand holding the dripping sponge. Bright sunshine was pouring through my window that winter morning. A pale, laughing face framed in jet-black hair behind the hand. She was sitting on the side of my bed. “Betty!” I shouted, “Stop it! What the heck are you doing?” “Saturday,” she answered brightly, twisting the sponge away from my hand, “Saturday, and it’s your day off. We were going for a walk, do you remember?” Her dark, lustrous eyes shone with mischief. I wiped my face on the sleeve of my pyjama jacket and shuddered with the cold. I tried to pull the blankets back around me, but she pulled them firmly down again to chest level. What on earth would my parents think, I wondered, a young girl coming into my bedroom – they’d have a fit. It was almost too much for them when I’d insisted on volunteering for aircrew when I was nineteen, but this - ! “I’ve brought you a cup of tea; now hurry up and drink it, ‘cos it’s breakfast time.” Betty got off the bed, handed me the cup and made for the door. “Don’t be long now, and if you don’t take me for that walk, I’ll never speak to you again, never no more.” “What, never, never no more?” I mimicked. “No, never no more.” She grinned, but pretended to be in a huff and flounced out, tossing her shiny black hair which gleamed like coal in the morning sunlight. It became a silly, affectionate catch-phrase between us. . . . . . . . . . . . . [page break] We had arrived at the Knight’s home at almost the same time; Betty from Coventry, after the air-raid, I from Initial Training Wing, to start my flying training at Sywell, a few miles from the centre of Northampton. We had seen the bombing from a safe distance, out of the train windows, on the way up from our I.T.W. at Torquay overnight. We had stopped, miles from anywhere, for hours, it seemed, while the raid progressed. We could hear the Jerries droning overhead and saw the fire on the horizon. “Someone’s getting a hell of a pasting,” we had said. Betty, then, was a refugee. Near misses from H.E.s had decided her parents to evacuate her from the shattered and blazing city to the safer home of her aunt and uncle; the R.A.F. billeting authorities had decided to send me to the Knights at the same time. So we quickly became friends; we were both of an age and of similar dispositions, light-hearted, fun-loving, undemanding and contented by nature. Two of a kind, I thought. . . . . . . . . . . . . . . We walked in Abington Park. It was brilliantly sunny but bitterly cold, a wonderful December day. There was snow on the ground, the bare trees were black and stark against the clear winter sky. With my white u/t pilot’s flash in the front of my forage cap I swaggered a little. Why not? I was very proud of it. My buttons gleamed, my boots shone like glass. “Bags of swank!” our drill Corporal used to shout at us as we marched through Torquay, and we obeyed that command, always. I was proud of myself and I was proud to be walking out with Betty. She was a lovely girl, her face in repose calm and radiant as some Italian Renaissance Madonna in a painting. “No, I haven’t gone solo yet,” I was saying as we walked, “but I’ve only done nine hours up to now, you know” “How long will it take you, do you think?” “Oh, any minute now, but my instructor puts me off a bit, he is rather bad-tempered.” (‘Can you see that other aircraft?’ ‘Yes, sir.’ ‘Well then, are you going to fly round it or through it?’) “That’s not very nice, is it?” “No, not very, but I try not to let him put me off.” [page break] “Will you be getting any leave at Christmas?” “Don’t suppose so, Betty; I mean to say, I’ve only been in three months altogether and we did get a 48 hour pass from Torquay, you know.” . . . . . . . . . . . . The Knights had a radiogram in the lounge of their comfortable semi-detached house. “Look what I got for Christmas,” Betty exclaimed, holding out a blue-labelled record in its cardboard envelop, “would you like to hear it?” “What is it?” I asked. “Hutch.” I had little or no idea who or what Hutch was, then. “Yes, please,” I said. She put the record on and straightened up, standing before me in her simple, grey dress. The creamy, brown voice came out of the loudspeaker and I was immediately seized by some emotion which I had never before experienced. “That certain night, the night we met, There was magic abroad in the air,” sang Hutch, and Betty was humming the tune along with him. “There were angels dining at the Ritz And a nightingale sang in Berkeley Square.” To this day, when I play that on my hi-fi and hear Hutch’s lovely velvet voice and perfect diction, I am back with Betty at Mrs. Knight’s, falling beautifully and adolescently in love with her from the exact moment that she played me that song. I find it, still, an unbearably moving experience, one which brings a lump into my throat and tears to my eyes. “Did you like that? Do you want to hear the other side?” “Oh, yes, please, I’d like to.” On the other side was “All the things you are,” and it couldn’t have fitted my mood better, either. She was all the things which Hutch was singing about. “That’s a wizard record, Betty,” I said. She smiled happily. . . . . . . . . . . . [page break] “Gosh, I’ve never had champagne before, Mr. Knight,” I said. “Well, you went solo on Christmas Eve, when we were away and now you’ve done your first solo cross-country today, so you can try some, to celebrate, apart from the fact that it’s New Year’s Day, of course.” “Well, thanks very much, and – cheers!” “Cheers,” from Mr. Knight, “and happy landings.” “Chocks away,” Betty said. Now where had she learned that? “Would you like to hear another new record?” “Oh, yes, I would, very much. What is it?” “’You’d be so nice to come home to’, it’s called,” she said, “do you know it?” “No, I’ve never heard that one.” She put the record on and I listened as I sipped the unfamiliar but strangely disappointing wine. I thought, “Yes, you would be so nice to come home to, Betty darling.” Maybe it was the wine after all. But I really didn’t know how to say that sort of thing to her. How did one start? Besides, my mind was still full of the voice of Flying Officer Lines from earlier that wonderful day. “You don’t need me, do you? I am going to have a sleep. Wake me up if anything goes wrong.” And pulling out his speaking tube he had wriggled down into the front cockpit, out of the slipstream, that New Year’s morning, as I set course, droning over snowy Sywell in the bitterly cold sunshine. He was a Battle of Britain Hurricane pilot, instructing for a so-called rest, and trusting me, with only thirty hours in my log-book, to fly from Sywell to unknown Cambridge, land, and come back again. If you did the trip without assistance from your instructor it counted as solo time, and I had done that. My cup of happiness was full, that day. “You’d be paradise to come home to and love”, went the song as the record ended. I sighed. “Yes, she would be,” I thought, “but how on earth do you go about actually saying things like that to Betty?” There were all manner of things I undoubtedly wanted to say to [page break] her. But I hadn’t even kissed her yet, and you couldn’t say some things without kissing somebody first, could you? Besides, she might not want me to. So how, and when, did, or could, one start? It was very difficult, rather like trying to do a perfect three-point landing. . . . . . . . . . . . . Every other Friday we were paid. I was rich beyond my wildest imaginings. From the two shillings a day at Torquay I had progressed to no less than five pounds four shillings each fortnight. That was as a mere Leading Aircraftman. What I would be paid if ever I became a Sergeant pilot the imagination simply couldn’t tell me. I used to split the money carefully into equal parts and with one half burning a hole in my pocket and the Friday evening feeling joyously pervading my system my little world was at my feet until Monday morning. I would go into Northampton, to the “Black Boy” in the main square, for a mixed grill and a pint of black-and-tan, sometimes with Len or Eric, sometimes alone. It became the high point of my week. We would sit and talk flying to our hearts’ content, comparing notes on our experiences. In retrospect how limited they were and how naive we were, and yet how miraculous and other-worldly it seemed to me to know the unutterable thrill of open-cockpit flying in the freezing winter air, strapped tightly into the fragile machine whose engine purred bravely in front of me; the wonder of the view of the blue-green and white hazy landscape spread out below, the icy slipstream on my numbed face, the thrill of the response, under my hands and feet, of the aircraft to small, smooth movements of the controls. There was the magic of the rising, tilting and falling of the snow-covered, mottled, dim countryside, blotched with the smoke of towns, the dazzling red disc of the sun as it set in the haze, the ecstasy of sideslipping [sic] in over the hedge and of smoothly straightening out the glide to set her down for a perfect three-pointer on to the frosty grass near the other Tigers, while a few fellow-pupils watched critically, and while over at the Vickers shed the engines of a great black Wellington rumbled ominously. . . . . . . . . . . . . [page break] “Are you coming down to the Y.M. tonight, Harold?” My head was down over my books, in the dining room. I wasn’t finding the theory of flight too easy. “Oh. Yes, I’ll be along; are you going to be there?” “Well, I work there there [sic] three nights a week now, you know. Auntie thought I should do something to help the war effort until I’m called up.” (Called up? I hadn’t thought of that; somehow I couldn’t imagine Betty in uniform.) “O.K., I’ll see you down there later, then, I’ve got just about an hour’s work to do. Keep a chocolate biscuit for me, will you?” She waggled her fingers, crinkled her nose smilingly, and went out. . . . . . . . . . . . . I landed for the last time at Sywell in a Tiger Moth, sideslipping [sic] off the height and greasing her down on to the grass. I let the aircraft rumble to a halt, then I taxied carefully to the dispersal tents, faced her into wind and switched off. The prop juddered to a stop. An erk ducked down to chock the wheels. Dusk was beginning to fall; I could see Alex Henshaw, Vickers’ Chief Test Pilot, on the circuit in his Spitfire. Everyone always stopped whatever they were doing to watch him fly, it was part of our education. But my eyes always returned to the huge black bulk of the Wellington by their hangar. I pulled out my harness pin and released the straps carefully, so as not to damage the aircraft’s fabric. I sighed and reluctantly, as one would part from a girl, I climbed out of the cockpit. A chapter had ended. . . . . . . . . . . . . “I don’t know exactly where, Betty, except that it’s overseas. The lads are all saying Canada, but no-one ever tells us much. I suppose we’ll not know until we get there. There’s a few posted to S.F.T.S.s in England, Hullavington, Cranfield, places like that, but ten of us are definitely on the boat.” She looked down at her cup of tea. We were sitting together in [page break] the Y.M.C.A.; she had an hour off duty. The place was full of uniforms, but I scarcely notice them, I only had eyes for her. “Will it be soon?” “Next week, they think.” “Harold - ?” “Yes, what?” “Oh, well, nothing. You will write, won’t you?” “Of course I will, Betty, yes, I’ll write to you as often as I can.” “What will you be flying?” “Harvards or Oxfords, I suppose, I’m not really sure.” “What do you want to go on to, fighters or bombers?” (Strange, how civilians thought there were only those two categories of pilot, but I suppose the news the press and radio gave concerned mainly those two. After all, they were the types mostly at the sharp end of things. But I thought of Betty, huddled fearfully in the shelter, that night of the Coventry raid and I felt a sudden and great anger that she should have had to endure that. And I thought of the Wellington over at the Vickers hangar at the aerodrome, sinister, powerful, black, and from then on I was never in any doubt.) “Bombers,” I said firmly, “definitely bombers.” . . . . . . . . . . . It is strange that I don’t remember saying goodbye to Betty, nor to the Knights, if it comes to that. I must have done so, of course, but sadly, I cannot bring the occasions to mind. I did go to Canada. Once we got out west we worked hard and we flew hard, by day and by night. We got no leave, very little time off. We didn’t particularly want any. Things were getting rather urgent back home. Besides, I wanted to hurry back to Betty, and to my parents, too, of course. I wrote to her as often as I could. She sent me her photograph, smiling and lovely in that grey dress, but I’m afraid I haven’t got it now. I got my wings a few days before my twentieth birthday. In the late summer, after a stopover in Iceland, I was back in England, and with a couple of Canadian chaps, splendid fellows whom I had [page break] met on the boat, I was posted to a Wellington Operational Training Unit at Bassingbourne, not too far from Northampton. Most of my buddies went on to fighters. As it happened, they had a little more future than us bomber boys. Not much, but a little. Of course, I was longing to see Betty again. As soon as I had settled in I phoned the Knights one evening. It was an interminable business, repeating their number to different operators, waiting while the line buzzed and crackled, while disembodied and unreal voices spoke unintelligibly to one another in hasty, clipped syllables. In the end, a man’s voice spoke up. “Is that Mr. Knight?” “Yes, who is that?” “It’s Harold.” “Harold! How are you? Where are you speaking from?” I told him Bassingbourn. We were allowed to do that so long as we didn’t give the name of our unit. “How’s Mrs. Knight?” “Oh, she’s fine, she’s down at the Y.M. this evening, on duty.” “I see. And Betty, is she still with you?” There was a slight pause. I thought we must have been cut off. Then he said, “No, she went back home a little while ago. Things are a bit quieter now, you know.” “Yes, I understand. But how is she? I’d love to see her again.” “Well, actually, Harold, she’s fine. But look, did you know – did she mention that she’s getting engaged?” I felt as though I’d flown slap into a mountainside in the dark. I swallowed with difficulty, the perspiration had broken out on my forehead and my hand holding the receiver was trembling. “No,” I said, “I didn’t know that.” “Sorry, I didn’t hear what you said.” “No, I hadn’t heard that.” “Yes; he’s quite a nice chap, a bit older than she is, works in a car factory, I believe.” We didn’t talk long after that; I was too stunned to think very straight. I’m afraid I never saw the Knights again, and I am truly sorry, for they were good, nice people and they were extremely kind to me. I made a mess of my flying during the next few days. [page break] I still think about Betty. I have quite a substantial record collection and after years of fruitless searching I finally got the record of Hutch singing what has become for me a poignant song, that song about the nightingale. And when I play it I can see Betty’s lovely face, pale and calm, like the Madonna, and I can visualise the gleam of the firelight on her jet-black hair, that winter afternoon in Northampton. I wonder, often I wonder, what became of her. Dear Betty, I shall never forget you for you were my first love. What happened? Where did I go wrong? I don’t know why I should feel so very sad when I think of those days, for they were truly among the happiest of my life. Sometimes, too, I think of the way she used to laugh, and of her words; I can almost hear her voice speaking to me, as though she were in the room here. But I know I shall never see her again and now, the touching little phrase sounds only like a cry of despair in the night – “Never no more, never no more.” . . . . . . . . . . . . [page break] [inserted] [underlined] We would never fly like that. [/underlined] [/inserted] [page break] [underlined] WE WOULD NEVER FLY LIKE THAT [/underlined] After I had described the incident to him, with inevitable, automatic use of a pilot’s illustrative gestures of the hands, he thought briefly about it, then looking directly at me, “You ought to write about it,” he said, “Why don’t you put it on paper?” The following day I awoke early in the morning, earlier than usual, even for me, with his words still sounding in my ears. And remembering the words with which I had described the events of almost sixty years previously still fresh and vivid in my mind, I took up pencil and paper. . . . . . . . . . . . . Now, in the dying days of the twentieth century, almost every summer week-end, all over the land, you may buy your ticket for some air display. You may sit in your car with the doors open to admit the pleasant breeze, the warm air, the chatter of the crowd, the over-emphatic loudspeaker announcements, or you may lounge upon your hired camp-chair, your sunglasses shading your eyes as you look upwards into the limitless blue clarity of the sky, and watch, to the accompaniment of the ‘oohs’ and ‘aahs’ of the hundreds of spectators, the improbable antics of the ugly, purpose-built, monstrously-powered aircraft, meretriciously decorated with advertisements, performing their violent and ugly aerial manoeuvres. To me, the vicious use by their pilots of stick and rudder palls after only a few seconds, and I think, perhaps nostalgically, that I would much rather watch fewer and simpler aerobatics performed by pilots in standard military aircraft. And as I ponder this my thoughts are led back to a day on a Northamptonshire aerodrome when I was beginning my elementary pilot training in the R.A.F. The time was the sever winter of 1940-41. The Battle of Britain had just been won; Coventry had only very recently been devastated by the Luftwaffe in one catastrophic night raid. I was one of twenty or so young men on our course. Most of us had never seen an aircraft at close quarters until we arrived at No. 6 Elementary Flying Training School. Here, there [page break] were Tiger Moths – biplanes, gentlemen’s aeroplanes, as I heard them many times described. They were docile, forgiving, vice-less, sensitive to both hands and feet, a sheer joy to handle once the initial strangeness of the sensation of controlling an aircraft in three dimensions had worn off. Most of us, I fancy, could see ahead no further than going solo on them, then completing the course with the required fifty or so flying hours before we went on to the next stage in our training, a Service Flying Training School. But we did not look far into the future; we did not know nor could we imagine what was coming to us. Perhaps, in many cases, this was just as well. All we knew was that we were, each one of us, filled with an unquenchable desire and zeal to qualify eventually as pilots in the finest Air Force in the world, to become – and we thought this and spoke of it without embarrassment or apology to any man – the elite of all the armed forces, an opinion which I will hold with pride today. So we flew and we studied flying and talked of little else but the theory and practice of flying. We questioned one another. We pored [sic] over pilots’ notes and airmanship notes and navigation books and the Morse Code. We questioned our instructors and our peers on the senior course. And we kept our eyes and ears open, sensitive and receptive to anything, however small, which would assist us in any way to obtain those wings which we longed to be able to wear on our uniforms. Here at Sywell, the Tiger Moths were, during the day, dispersed around the perimeter of the grass aerodrome, standing in their training yellow and earth-camouflage paint, their R.A.F. roundels standing out bravely, awaiting their next pupils to take them up on whichever exercise they would carry out. We were divided into three Flights, six or seven of the boys on my course in each, with six or seven of the senior course. Each Flight had its ‘office’ in a camouflage-painted bell tent near the hedge. But what drew my eye almost hypnotically when I was standing there, not flying, perhaps watching other pupils performing their ‘circuits and bumps’ until it was my own turn, was the occasional sight of a Wellington, a twin-engined bomber, at that time the biggest we had, standing outside a hangar on the far side of the aerodrome – the Vickers shed, as it was called. It fascinated me constantly and unfailingly, massive in its matt-black dope with its very tall single rudder, standing squat, silent and menacing outside its hangar, contrasting against the snow-covered ground, [page break] never approached by anyone except the Vickers personnel. What was taking place there I have never known, but all of us well knew who flew it. He would arrive in his Spitfire, considerately keeping a respectable distance outside the circuit while we pupils took off or landed in our tiger Moths. Then he would slip into a vacant place in the circuit and make his approach and landing, his aircraft, pencil-slim, perfect and graceful in its flight, the focus of all eyes from the ground, its appearance possessed of something of the beauty and poetry of a Bach fugue or a Mozart andante, a Shakespearian sonnet of flowing aerial beauty. The pilot, we learned from some of the senior course who were comparatively old hands on the aerodrome, was Alex Henshaw, Vickers’ Chief Test Pilot, a fact which reduced us tyros, with probably less than thirty flying hours in any of our logbooks, to awestricken silence. He it would be who would take the Wellington from its place at the Vickers shed, taxi it, ponderously, it seemed to us, into take-off position when all Tiger Moths were well clear, and without fuss send it charging with engines howling at full boost over the bumpy grass field and into the air, leaving traces of oily smoke in its wake from the two Pegasus engines as he eased it over the trees fringing the aerodrome and climbed away. Later, he would return to land, once again showing meticulous consideration of us pupils, and would taxy the bomber to its position by the Vickers shed. I would have not believed them had someone told me that less than a year later I would land and take off here in a more powerful Mark of Wellington on the strength of having seen Alex Henshaw’s performances; I am sure that my audience, if indeed I had one, would have been quite unimpressed by the sight. I know that my own crew, in the tense silence as I scraped over the trees on take-off, were wishing themselves anywhere but with me in my inexperienced disregard for their safety. But it was watching Alex Henshaw that first sowed the seed of an idea in my head that, whereas almost all of the chaps on my course wanted to fly fighters, I thought that I would try my utmost to get on to a bomber Squadron, if only to hit back at those who had so terrified Betty, the niece of the couple on whom [page break] I was billeted in Northampton, and whom I was beginning to regard as someone more than a friend. A year later I would be wearing my pilot’s wings, having been half way across the world and back to earn them, having joined a Wellington Squadron in Lincolnshire and having survived a fire in the air followed by a barely controllable night descent in the darkness and the final crash-landing on my first operation against the enemy. I would also have gained, then lost, a love. One afternoon, at Sywell, I was not flying, standing outside the dispersal tent with two or three others of my course, no doubt talking flying, and watching critically the take-offs and landings of a few pupils on circuits and bumps. (How readily I could point out their faults – a slight swing on take-off, a ropey turn, a bumpy landing, or a too-high hold-off; how slow I was to recognise my own failings and correct them, except on the sometimes caustic promptings of Flying Officer J - -, my instructor). At this stage in our training we could detect instantly any appearance or movement of an aircraft in the sky, no matter how far distant it was – an attribute I have never lost – and we could also quickly and correctly identify it, an ability which, for obvious reasons, was essential by day or by night. But on that bright, very cold afternoon, first there was the distinctive note of the Merlin engine. Our heads turned. Here was the Spitfire with Alex Henshaw, assessing the position of the Tigers on the circuit. He would have been at about 800 feet; I had a splendid view as he cruised gently along, well outside the aerodrome boundary. Then there was a flash of sunlight off the wing as, quite unexpectedly, he rolled the aircraft on to its back and flew, straight and level, but inverted, into wind. We turned our heads and grinned at one another. This was good. This was very good. Exciting stuff. Soon he would roll back and finish his circuit normally. We were wrong. He turned crosswind, still inverted, his rudder pointing grotesquely earthwards. This was becoming quite amazing, an incredible sight. Then, still inverted, he turned again, on to the downwind leg and put his wheels down – or rather, put them up, as we saw them, rising like a snail’s antennae from the duck-egg blue under surface of the Spitfire. Then he turned [page break] on to the final crosswind leg, still inverted, undercarriage held high, flaps now out, and finally into wind, on to his landing approach. Spellbound and speechless we watched as he lost height smoothly in the inverted position. What was he going to do? Open her up and roll her out, then go round again on a normal circuit? But no, he continued on his inverted final approach. I hardly dared breathe; the tension in our small group could be felt. Down and down he slipped until we were prepared to see simply anything – but surely not a crash? I could not truly estimate at what height he was, but finally, effortlessly and smoothly, he rolled her out, the engine popping characteristically as he held off at a few feet and set the Spitfire down for a perfect landing on the grass. We exhaled in unison, the tension gone, wonderment taking over. I have never seen any piece of flying anywhere to approach the silken, wonderful skill of this, and I would be astonished if anyone else has; it was sheer unadulterated Henshaw genius, a sight that I have always remembered with awe, one I shall never forget. There is a very fine novel, long since out of print, written by an R.A.F. Flight Lieutenant pilot who was killed in 1940. The action takes place at a civilian flying school; in one particular chapter some pupils are watching an instructor putting an aircraft through its paces on a rigorous test flight and one of them speaks some words which precisely matched my thoughts as I watched that incredible inverted circuit – “We’ll none of us ever fly like that.” I am sure that none of us standing there on that wartime winter day ever did and I would be astounded if anyone else did, or could. It was flying by a genius; even the gods must have smiled to see it. . . . . . . . . . . . . [page break] [inserted] [underlined] Lennie [/underlined] [/inserted] [page break] [underlined] LENNIE [/underlined] In those days, full-backs wore number 1, right wing threequarters threw into lineouts and wore number 2, and so on, down to number 15 at wing forward. Lennie wore number 2 in my local rugby club’s first team, and also in the County side. As an aspiring wing threequarter [sic] myself, although just into my teens, Lennie, when I watched the team’s every home game, wide-eyed on the open side of the exposed pitch, in whatever weather, Lennie became one of my boyhood heroes. He was not by any means one of your greyhound-type hard-running winger, for he carried, in retrospect, perhaps a pound or two too much weight to be numbered with them. But he was as elusive as a well-greased eel. Although in defence, and in particular, his rather feeble kicking, he was slightly suspect, with ball in hand every spectator, whether at club or County match, unconsciously sat up or stood straighter, in anticipation of his jinking, sidestepping runs up the touchline, soldier-erect, dark head thrown back, mouth slightly open. I wonder how often in his career he heard the encouraging shouts of the crowd, “Come on, Lennie!” The recollection of a particular incident in one particular match, against the strongest club side in the county still remains vividly with me. In all but the highest grade of rugby, receiving the ball as a wing threequarter [sic] within ten or fifteen yards of one’s own corner flag meant that there was no choice. One kicked for touch, hoping to gain at least twenty or so yards. Especially so when one was pitted against the most efficient and successful team for miles around, and even more so when one was faced by the opposing winger, who in this case was an English international. But on this occasion Lennie eschewed the safe option. Perhaps it was that he himself knew that his kicking was rather weak. About a hundred yards from his opponent’s line and faced by a rapidly advancing and grimly competent opponent, he set off to run, up the appreciable slope of his home ground. With a jink and a sidestep he evaded the oncoming International, who skidded and was left floundering. Urged on by the home crowd, myself included, he ran, sidestepped, swerved and tricked his way through the opponents’ entire team, his lately evaded marker in breathless and fruitless pursuit. He finally rounded the fullback and scored wide out to the left, after a solo effort of more than 120 yards. It brought the house down, especially as the England ‘cap’ [page break] was finally left prone and exhausted in his wake. I have watched and played rugby for very many years and I honestly believe that I have rarely seen a finer individual try scored. Came the war. Players and spectators alike of the necessary ages were scattered all over the world, many never again to see or handle a rugby ball. Very early in 1941, my elementary flying training – and Betty – left behind, the latter with some heartache, I and several other LACs from Sywell found ourselves en route for we knew not where to continue our training, gathered like so many shepherdless sheep in midwinter in a large and bleak Nissen hut at RAF Wilmslow, an overseas embarkation depot. There must have been fifty or so of us in the hut, sitting upon our respective beds, while a Corporal at one end lectured us on some topic relevant to our impending departure, then called us forward, alphabetically, of course – I was used to being the last in any roll-call – to hand us some sheet of instructions. Awaiting my turn I watched idly while others hurried forward to the Corporal’s desk, then about-turned and went back to their places. Watched idly, that is, until a name I only half-heard was called, and a well-built dark man trotted, on his toes, up the aisle to the Corporal. I started up with a stifled exclamation, recognising the way he ran. It was Lennie, Lennie C - - of W - - R.F.C. I could scarcely believe my eyes. For a second or two the forage cap with the white flash of u/t aircrew almost deceived me. As soon as we were left to our own devices I walked along the hut and across to his bed-space. “Excuse me, but you are Lennie C - -, aren’t you?” “Yes, I am.” He looked curiously at me. “I thought so, I’ve often watched you play, at W - -.” He looked surprised and pleased. I mentioned my cousin, who played in the same team. To meet someone from one’s own home town in the Service was a reasonably infrequent happening, and because of that, all the more welcome. He told me he was under training as a Navigator. We stuck together, despite the disparity in our ages – he was about ten years my senior – through our dismal stay at Wilmslow, then via Gourock and a ridiculously small ship to Iceland where we trans-shipped [page break] to an armed Merchant Cruiser. This was more of a morale-boosting title than anything else; the ship was a medium-sized passenger cruise vessel with two quite small guns which, at a guess, might have just about managed to sink an empty wooden barrel, but not much else. The news finally filtered down to us that we were heading for Canada. On setting out from Reykjavik we looked around for our convoy. There was none. We were to cross the Atlantic alone, with two paltry guns to defend ourselves against whatever there might be in the way of U-boats, pocket battleships or a combination of both. This was a very real threat. The ‘Bismarck’ was later to sink ‘Hood’ and itself to be sunk in the North Atlantic. We slept and lived, about 150 of us, I suppose, on the floor of what had been the Recreation Room with about twelve inches of so-called bed-space between mattresses. Half way across the Atlantic, in a February storm, the engines packed up and we tossed, helpless, for twenty four hours, a sitting target for the Kriegsmarine. Then at last we heard the welcome rumbling from the bowels of the ship. An LAC whose bed-space was near to Lennie’s and mine then reported that he felt unwell. Chickenpox was diagnosed, and the M.O., looking for all the world like an S.S. man selecting victims for the concentration camp, ordered that several of us, including Lennie, Brian S - , who had been on my course at Sywell, and myself, were to be sent into quarantine when we arrived in Canada. Brian, as it happened, was also a rugby man, having played for Broughton Park. We duly and thankfully docked in Halifax, Nova Scotia and after, I’m afraid, gorging ourselves on steaks and chocolate, which we had never seen since before September 1939, about twenty of us, including two or three Fleet Air Arm airmen, to our eyes bizarre in their bell-bottomed trousers and flapping collars, were put on the train for Cape Breton Island, in particular for the small R.C.A.F. Station of North Sydney. Our quarantine turned out to be farcical. After twenty four hours on the camp we were informed, amazingly, that we could please ourselves where we went and whom we met, until further notice. We looked at one another in astonishment – then proceeded to enjoy ourselves while we could. Our duties, such as they were, consisted of one night duty in six when three of us were left in charge of the kitchen and served meals to the RCAF airmen [page break] who were on guard duty and fire picquet. The civilian cooks, who had never met anyone from the U.K., ensure that we were fed like fighting cocks, providing us with quantities of steaks, eggs and milk. Out of camp, the streets, cafes and cinemas of North Sydney and of Sydney itself were open to us. Lifts in cars belonging to the local people were there for the asking, and the friendly Nova Scotians, learning of our arrival, took us to their hearts and into their homes. They were astonished that despite the deep snow on the ground, we seldom, if ever, wore our great coats. The cold was so dry compared with that in England, and we were physically in such prime condition that we felt no discomfort, whereas our Canadian hosts went about muffled up in greatcoats and fur hats with ear-flaps. Our stay there was as good as an extended leave. Off the pitch, most rugby players are determined to do their utmost to ensure that breweries never go out of business. Lennie was no exception. When a group of us were out together he drank his beer slowly but steadily, became more and more relaxed and laughed a good deal, sometimes uncontrollably. He never became objectionable or aggressive, never used bad language and was always amenable to our advice that perhaps he had had sufficient and it was time to return to camp. Being a mere tyro, at the age on [sic] nineteen I drank sparingly and with considerable discretion, my mental sights being fixed over the horizon, on the next stage of my flying training and the eventual gaining of my wings. So I took it upon myself, on several occasions, to steer Lennie, muscular but curiously boneless, laughing at only he knew what, safely into our barrack hut and on to his bed, where I covered him, still in uniform, with his blankets, where he would fall peacefully asleep. Lennie, even with several beers inside him, never did the slightest harm to anyone. Of course, the idyll had to come to an end. After several very pleasant weeks, our posting came through. Brian and I and some others were destined for Moose Jaw, Saskatchewan, No. 32 S.F.T.S., while Lennie was posted to Goodrich, Ontario, a Navigational Training School. I remember how we shook hands when we said ‘cheerio’. His smile was as broad as ever, and his hand, I recall vividly, was large and surprisingly soft. . . . . . . . . . . . . [page break] It must have been on one of my leaves from Moreton-in-the-Marsh towards the end of 1942 when my father, who was on the committee of the local rugby club, gave me the news. Lennie had been shot down and was missing. He believed that it had happened off the Norwegian coast. It was yet another blow to me following the loss of my own crew. I had recently had a reply from the Commanding Officer of my Squadron in response to a letter I had written him, that my crew must now all be presumed dead. I felt that the bottom had dropped out of my life and I was nearing the end of my tether. I was suffering deeply, as was my flying, and I sensed that my forthcoming Medical Board would be the end of a chapter. I went about cocooned in silent grief so intense that it amounted to permanent depression, which was only temporarily assuaged by drinking far more than I ever saw Lennie drink. From what little my father had gleaned from his informant at the clubhouse I surmised that Lennie must have been on some squadron in Coastal Command. For some reason I visualised him on Whitleys. . . . . . . . . . . . . Years passed. I will not say that I had forgotten Lennie; occasionally some memory of those days would float unbidden into my mind and I would visualise him as I had last known him on Cape Breton Island, always smiling, playfully light-hearted, completely harmless. Then a friend gave me a cutting from a local newspaper with a photograph of the successful rugby team of the immediate pre-war years. Lennie smiled up at me from the middle of the front row of players, next to another young man who had been shot down into the sea off the Dutch coast as a wireless operator in a Blenheim on a daylight shipping strike. I was impelled to ask the friend whether any information could be obtained from the Internet as to what had happened to Lennie, and when it was he had died. Within days I knew enough to be able to consult a series of volumes of casualties of Bomber Command. For Lennie had not been on a Coastal Command Squadron as I had surmised, and he had not been shot down off Norway. He was the Navigator of one of six Wellingtons from a Bomber Squadron at Mildenhall, (where much later, J – ended her career in the W.A.A.F. as a Base Watchkeeper), detailed to attack shipping, in daylight, on the Dortmund-Ems Canal in North-west Germany on a September afternoon in 1942. [page break] On reading this, I could hardly believe that Wellingtons were being used on daylight operations at that time; I had thought that the crippling loses [sic] that they suffered on such attacks in the early days of the war had meant their transfer solely to night bombing. (On my telling M – about these circumstances, she said ‘Suicide raid’. That was about the size of it.) Mr. Chorley’s painstakingly collated and amazingly detailed book gives the bare bones of the tragic story. Four and a half hours after taking off, presumably on their way back to Mildenhall, and within sight of the Dutch coast and the comparative safety of the North Sea, his aircraft was attacked by a Luftwaffe Focke-Wulfe 190, a formidable fighter aircraft. The wireless operator was killed in the attack and the aircraft was set on fire. The two gunners managed to bale out and became prisoners of war. The account says that Lennie was last seen using a fire extinguisher, bravely trying to put out the fire which was raging inside the fuselage of the Wellington. The blazing aircraft crashed into what was then the Zuider Zee; the bodies of the wireless operator and the pilot were recovered and subsequently interred in a cemetery in Amsterdam, but Lennie’s body was never found and, having no known grave, his name is recorded on the Runnymede Memorial along with twenty thousand others whose remains were never recovered. So died a hero who for a brief time was my friend. . . . . . . . . . . . . [page break] [inserted] [underlined] It makes you think [/underlined] [/inserted] [page break] [underlined] IT MAKES YOU THINK [/underlined] “Mail up!” We jumped off our beds and hurried towards the door at the end of the barrack hut. At least, some of us did. The majority stayed where they were, on their beds, pretending to read, cleaning buttons, pottering about. There could be almost no chance of mail for them, for they were Norwegian, and their homeland was under German occupation. They accepted this lack of mail, as they did much else, with considerable stoicism. We who were the fortunate ones gathered around the R.C.A.F. airman who called out the names on the envelopes, and who, while looking down at the handful of letters he held, handed us our mail without a glance. There was one for me. I looked at the postmark. Coventry. My heart bounded when I saw that. There was two-thirds of the width of Canada and all the Atlantic Ocean between us; she was back in devastated Coventry, I in smaller and completely peaceful Moose Jaw, Saskatchewan, under training as a fighter pilot. I walked slowly back to my bed, savouring the sight of her handwriting, feeling the texture of the envelope smooth under my fingers. I sat down quietly, as far as one could be quiet in a hut with twenty-nine other blokes. In deference to us, the Norwegian lads did keep quiet as we read our mail. I held the unopened letter a long time in my hand, gazing at her rounded, shapely writing. I wanted this moment of pleasure to last as long as possible. At the time I was with her, under the same roof, being so caught up in the novelty and the thrill of flying, I didn’t realise what was happening to me, or to her, and it was all too foolishly late that I had become slowly aware of it. After we had parted, when I was at the Embarkation Depot en route for Canada, and when I had time to take stock of myself, it was only then that it dawned slowly upon me that I had fallen in love with her, and that I wouldn’t see her again for the best, or the worst part of six months at least. Oh, Betty, I thought, the time I so stupidly wasted. Would I ever have the chance again? I sighed, and looked at her photograph on my locker. She was [page break] smiling at me enigmatically, her mouth curving slightly up at the corners, her dark eyes holding more than a hint of mischief, the gleaming mass of her ebony hair framing the soft pallor of her calm face. Slowly and carefully I opened the envelope. I turned to the last sheet, looked at the end of the letter first, fearful that it might say only “yours sincerely” or some such. It did not. The words were there that I wanted to read. I lit a cigarette, inhaled deeply and luxuriously, and started from the beginning. . . . . . . . . . . . . Tim spoke up from across the gangway between the beds, his English idiomatic and only very faintly accented. “I hope she still loves you, but come on, we have flying to do.” “O.K., Tim, I’ll be right with you.” I tucked the letter into my top left-hand tunic pocket, carefully buttoning the flap. Soren and Aage, next to Tim, both stood up. What opposites they were, I thought, Soren cheerful, muscular, blond, extrovert, while Aage was gaunt and rather silent, and toothy, with melancholy eyes which flickered nervously around him. We made our way up to the flights; it was going to be another hot day. Already the air was filled with the tearing rasp of the Harvards’ Wasp engines as the fitters ran them up in preparation for a long day’s flying. We turned into ‘F’ Flight crewroom at the front of one of the hangars and looked at the flying detail pinned up on the board, next to the Coke machine. Aage was due off on a cross-country to Swift Current and back at 0900, while Tim, Soren and I had an hour’s formation flying at 1000. Lower down the list I saw that I was due on the Link Trainer at 1500 for blind-flying simulation, and to round off the day, or rather, the night, one and a half solo night-flying hours at 2100. It was going to be a long day, as well as a hot one. Aage, now bent over a map, pencilling careful lines, was to take over my aircraft, I saw, when I landed after night-flying. . . . . . . . . . . . . After the snowy, tree-fringed grass field at Sywell it was a novelty to have these sun-baked runways, even more so when there were two parallel ones with a narrow grass strip in between, the whole field being patterned by this double triangle of concrete strips. [page break] We took it in turns to lead our formation of three. Station-changing, as we had no R/T, was indicated by hand-signals from the leader. Soren was to lead first with me as his number two and Tim, three. Then I would take over the lead, and finally, Tim. I followed Soren’s bright yellow Harvard out as he taxied on to the perimeter and turned towards the end of the runways in use. He took the right-hand runway of the pair and edged across to the left of it, braked and stopped. I gave him ten yards clearance and took the right-hand edge of the same runway. Tim stopped level with me, alone on the left-hand runway. I saw Soren slide the canopy shut and start rolling, and I followed, pushing the throttle firmly up to the stop. I never got used to the tremendous feeling of exhilaration as the power surged on. I lifted the tail and kept straight with small pushes of my feet on the rudder-bar. As I chased after Soren I could see Tim out of the corner of my eye, keeping abreast of me. Suddenly Soren was airborne, then I followed, climbing into the summer sky. To maintain station, the rules of tidy and correct flying were suspended. You used no bank on your small turns to get into position, but skidded gently across on rudder only. It felt all wrong, it was like being told deliberately to mis-spell a word one had known and used for years. When I had first practised formation with F/O Sparks in the front cockpit I had been frightened out of my wits to see two other aircraft each within ten yards of me. But one was soon conditioned to accept this, and very quickly one learned the gentle art of close formation flying, when your own wing was actually tucked in to the space between the leader’s wing and his tailplane, so that any forward or backward relative movement meant a collision. But provided you watched him like a hawk, and kept station by means of constant throttle and rudder juggling, you got by. It became great fun, and the early thoughts of comprehensive and devastating collisions were soon forgotten. So I tucked myself right in on Soren’s starboard side and stayed there while he climbed, turned or glided. We flew four basic formations, vic, echelon starboard, echelon port and line astern. The echelons looked great and the line astern gave you a bit of relaxation, for numbers two and three were slightly lower than the aircraft in front, [page break] to keep out of the turbulence of his slipstream. Where we were heading was not my worry, nor Tim’s. Soren was in charge of that side of things while he was leading. He gave the signal to change leaders. I skidded away from him and opened the throttle to draw ahead. He skated in to my left and Tim crossed to my right, as number two. Back to cruising revs as they snuggled themselves in tightly against me. I looked down at the baked prairie landscape and saw that Soren had headed us back towards Moose Jaw to make it easy for me. I grinned and mentally thanked him. I started to sing loudly to myself as we flew, running through the repertoire of the popular songs we were always playing on the juke box at Smoky Joe’s cafe, just outside the camp gates, I felt on top of the world – a letter from Betty, a great day for flying and the formation going like a dream. I led them around until my time was up and signalled Tim to take it from there, over Regina Beach on Last Mountain Lake, at four thousand feet. I slid into number three position in the vic and tucked myself in tightly into Tim’s port side. He led us around in a turn to port, back towards base. We never did steepish turns in vic formation, it was too difficult for the man low down on the inside to keep station as he had to cut his airspeed back so much. Tim tightened the turn and climbed a bit as he did so. Watch it, Tim, I thought. Still tighter; I dared not look at my airspeed. Still tighter, and my controls were starting to feel sloppy, approaching the stall; I dared not throttle back any further or I would stall off the turn and go into a spin, and a Harvard lost nine hundred feet per turn once they did spin. Out of it! I shoved throttle on as I winged over and dived out of the formation, swearing to myself as I did so. The wretch! Playing silly buggers like that! All on my own in the bright morning sky I screamed round in a steep turn to port, with plenty of power on, nearly blacking myself out in the process. I yanked the seat tighter against the straps to bind my stomach firmly in and keep the blood in my head, stopping the grey-out. I eased out of the turn. Five thousand feet. Now, where the hell were they? Then I saw them, now about six miles away, orbiting innocently. I flew over to them and sat just off [page break] Tim’s port wingtip, shaking my fist at him, which only made him throw back his head and laugh as he made come-in motions with his hand. I went in, tight. We formed up again into a sedate vic and finished the detail, as usual, in echelon port, about two miles from the field, when we did our line-shoot party piece – a swift wing-over to port in rapid succession and a dive on each other’s tails into the circuit, making sure we were well clear of the more sedate pupils going about their quiet business. When we had landed, taxied in and switched off, I collared Tim. “Damn you!” I said, pretending to be about to sling a punch at him, “What the hell do you think you were playing at? Trying to make me spin in, were you?” “No danger,” he replied, laughing, “you had bags of height – can’t take it, eh?” Soren chimed in, smiling broadly. “We thought you’d just decided to go home.” “Wait till I’m leader, next time, you two mad so-and-so’s,” I said threateningly, “I’ll turn you both inside out!” All the same, I threw Tim a Sweet Cap; Soren didn’t smoke. We strolled back to ‘F’ Flight crew-room where I’m glad to say that Tim bought the cold Cokes. It was a hot morning. . . . . . . . . . . . . The Link Trainer Sergeant was a stocky little R.C.A.F. man who looked like a middleweight boxer. “Don’t forget to reset your gyro-compass every ten minutes or so or you’ll be way to hell out at the end. Got your flight card? Do all your turns at Rate two and let’s have a nice neat pattern on my chart at the finish. Give me the O.K. when you’re ready and I’ll tell you when I’m switching on so you can punch the clock.” “Right oh, Sergeant,” I said. I climbed into the little dummy aeroplane on its concertina-like base. I pulled over the hood, plugged in the intercom in the darkness and propped up the flight card near the small lamp on the instrument panel. I felt the lurch as he energised the system; the instruments [page break] came to life with a sigh. “I’ve put you at a thousand feet,” he said, “do you read that?” “Check,” I replied, “turning on to 045 Magnetic, now.” “Got you. Just watch your height as well as your timings, won’t you, bud?” “Yes, Sergeant.” I was flying the awkward Maltese Cross pattern, the idea being to finish exactly where you started, after the completion of the twelve legs. The instructor had a wheeled “crab” which inked in the line of your track on his chart. At the end, you should have drawn a perfect Maltese Cross, but it took forty minutes, approximately, of solid, grinding concentration on your instruments alone. “Switching on – now!” came his voice, and I hit the stop-watch. After what seemed like hours I did my final Rate 2 turn on to my original course. I straightened it up, timed a careful one minute, then called out, “Finish – now!” He acknowledged and switched me off. The needles sagged to their stops. I took off my headphones and opened the hood and side door. “O.K.,” the Sergeant said, “come right over here and have a look-see. Not bad at all.” I went over to his glass-topped table. My pattern was about ten inches across and I had finished about an eighth of an inch from where I had started. It looked pretty damn good to me, and for an instant I thought about Tink’s brother in his Hampden. “Yes,” I said, feeling rather pleased, “just a bit out, Sergeant.” He grinned. “You’re doing O.K., buddy,” he said agreeably, “now how’s about seeing if L.A.C. Briggs is outside, eh?” “O.K., Sergeant,” I said. He had just made my day. . . . . . . . . . . . . I lay back on my bed after the evening meal and read the letter once again. The hut was quiet. Those who weren’t night flying had gone to Smoky Joe’s or into town for an evening meal. The few of [page break] us on the night flying detail were reading, writing letters or dozing on our beds, waiting for the darkness. There was no sign of either Tim or Soren, while Aage was actually sound asleep. She wrote, “I miss you here, I miss our walks in the park. I wonder if you will be posted somewhere near when you come back, where we can meet? Do you still want to go on to bombers, like you told me? Will it be very dangerous? Whatever happens, I shall pray for you, as I do now, that God will keep you. I have always said what has to be, will be, but I feel he will keep you safe…..” She went on to say she would be spending some time with her Aunt and Uncle in Northampton, as her parents still felt happier with her over there. I folded the letter slowly and thought about Betty and the simple, almost idyllic happiness of life in those days six months ago. Tink, on the bed next to me, motioned to me and across at Aage, grinning, imitating his open mouth and his posture, his ungainly sprawl. Tink, the single-minded, I thought, hero-worshipping his brother flying his Hampden over Germany, and who could hardly wait to get on to the same Squadron. A faraway look would come into his eyes when he spoke about it; “When I get on Hampdens,” he would always be saying, and his broad, boyish face would be raised to the sky, “When I get on Hampdens with my brother –“ But looking at Aage had made me feel tired, too. I yawned, then lit a cigarette and grinned at him. Tink was from Coalville in Leicestershire; I wonder often what became of him. An hour later I was taxying my Harvard out in the darkness, the flarepath away to my right looking very long and very far away. Night flying without a navigator and entirely without radio consisted, at Moose Jaw, of circuits and bumps – and of not getting lost. There was no blackout and you could see the town for miles, no bother at all. But if the visibility went, you got down out of it, quick. So far, it never had; the prairie nights were wonderfully clear. I got my green from the A.C.P. and, nicely central between the flares, opened her up. We charged down the runway and floated off [page break] easily. I had done quite a few of these night flying stints before, and found I had taken to it naturally, much more so than I did to aerobatics, for example. Undercart up, throttle back to climbing power, keep the gyro on 0, shut the canopy, and up to 1000 feet. Level off, throttle back to cruising, turn port to 270. There’s the flarepath down over my left shoulder. Keep the wings level, watch the artificial horizon. Rate one turn downwind, heading 180, throttle back a bit, then wheels down when we’re opposite the middle of the flarepath. Greens on the panel as the wheels lock. There’s the A.C.P. giving me a green on the Alldis lamp. Crosswind on to 090. Bit of flap. Drop the nose and turn in. Watch the airspeed, open the canopy. Engine noise surges in. Switch on the landing light and hold her there. Nice approach, I think. Now, hold off and let her sink the last four feet. The flares merge into a line. Hold it there. A bump and a rumble. We’re down. Keep her straight, flaps up, headlamp off. Touch of brake, not too much. Fine, now turn off the runway along the glim-lit perimeter track and back to the take-off position again. There’s someone else up, I can see his nav. lights. Wonder who it is? I rumble along the peri. track to head back for the end of the runway. Must say, I can see Tink’s point, I’d rather like a bash on Hampdens myself. After all, they’re what I wanted when I first thought about joining up, except that my ambitions were no higher than to be a gunner. “Will it be very dangerous?” God knows, Betty, but as you say, what has to be will be, and there is no turning back, one must simply live for and through the minute, even the second, and do what has to be done, enduring what has to be endured with fortitude. Something’s irritating me, and I can’t think what, except there’s something here which shouldn’t be. My God! Yes! The cockpit is full of red light, now it’s flashing off and on, urgently. Stop. Tread on the brakes. She creaks and jerks to an abrupt halt. The red light stops flashing at me and someone taxies past me in the opposite direction. Wow! So that’s what the red was all about? [page break] Must stop this day-dreaming. Only two more circuits and I can pack it in, hand over to Aage and hit the sack. I’ll be about ready for it, too. There’s my green. Hope he doesn’t report me for taxying through a red. It was only a dozen yards – I think. Oh, well, can’t do a thing about it now. No harm done, so here goes, back to my take-off point. Turn on to the runway, uncage the gyro on 0, open her up. We’re off again. . . . . . . . . . . . . Turn on to 180, see the stars sliding around. Between the field and the town, now. Nice and easy, purring along, last landing coming up, then into the pit. “I miss you here, I miss our walks in the park.” I wish I were meeting you after this, Betty, ‘you’d be so nice to come home to’ – I wonder if you still play that record? ‘To come home to and love.’ Coming home – the lights of home – lights – lights – lights! What the hell’s going on? All those lights, ahead, and coming straight for me? Hell! Get the stick back, you’re in a dive, heading straight for the town! You’ve been asleep, you bloody fool. Come on, come on, ease out. The lights slide below me. Thank God for that. I risk a look at the altimeter – 500 feet. God. Another few seconds, and that would have been it, smack into the town centre, curtains. I reach up and slam the canopy open, letting the cold night air flood in, taking deep breaths to wake myself up. I climb cautiously back to circuit height, select wheels down and duly get my green from the A.C.P., as though nothing at all had happened. I turn across wind, edging towards the flarepath. Shove the nose down, turn port, full flap, headlamp on, heading straight in. I land, thankfully, and exhale with relief. Aage is ready and waiting to take over the kite as I dump my ‘chute, blinking in the bright light of the crewroom, and fill in the Authorisation Book. . . . . . . . . . . . . [page break] The murmur of voices nearby awoke me. I pulled the bedclothes around my ears, but it was no good. I was awake, back to life again. I sat up, yawned, looked at my watch – 0820. Still in time for breakfast, if I hurried. Brian, Tim, Tink and Soren were in a huddle across the other side of the hut, talking in hushed voices, looking solemn. Two strange erks were standing near Aage’s bed. I was puzzled. “Hey, Tink!” I called, sitting on the edge of my bed and yawning again, “Tink!” He looked over his shoulder and came across to me. I nodded towards the strangers. “What’s cooking?” I asked. “It’s Aage.” “Aage? What about him?” “He’s dead. He crashed, night flying, last night.” “He what?” I gasped, fully awake in an instant, “He crashed? How the hell did it happen?” Tink shrugged. “No-one knows, he just went in, about four miles away, that’s all we know.” “Christ,” I whispered, “poor old Aage. He’s definitely - ?” “Oh, yes,” Tink said, “no doubt about it, I’m afraid.” I said, quietly, “He took over my kite, last night, you know.” Tink said, “Was it O.K. when you had it?” “Of course, no trouble at all.” I didn’t want to mention my falling asleep, not even to Tink. He sighed. “Makes you think, doesn’t it?” “Yes,” I answered, remembering the lights rushing towards me, “it certainly makes you think.” (‘What has to be, will be.’) “Mail up!” someone shouted, and there was a clatter of feet hurrying down the hut. There would be no mail for Aage. Another day had begun. . . . . . . . . . . . . [page break] [inserted] [underlined] “Yes, my darling daughter” [/underlined] [/inserted] [page break] [underlined] “YES, MY DARLING DAUGHTER” [/underlined] “What was it you did yesterday?” Flying Officer Sparks asked, “advanced formation, am I right?” “Yes, sir,” I replied, wondering what was in store for me that morning. He pinched his lower lip between thumb and finger and frowned with silent concentration, his black moustache looking more luxuriant than ever. “Well now, I think you’d better do some steep turns, climbing turns and a forced landing. An hour, solo. Take 2614. Don’t do all your turns to port, you don’t want to give yourself a left-handed bias, and watch you don’t black yourself out in your steep turns. Now. Forced landings. Don’t touch down anywhere, you only do that with an instructor. Don’t go below a hundred feet, and thirdly, don’t cheat and have a field picked ready, close your throttle at random when you’re doing something else. If you do ever have an engine failure you won’t be able to pick and choose the time or the place. All right? Any questions?” “I take it I keep my undercarriage up, sir?” “Yes, better a belly landing and a bent prop than a somersault if you try a wheels down landing on an unknown surface. Anything else?” “No, sir.” “Right, off you go, then.” “Thank you, sir.” I came to attention, about-turned smartly and went out of the Instructors’ Office into the pupils’ crewroom of ‘F’ Flight, No. 32 Service Flying Training School, Moose Jaw, Saskatchewan, on the Canadian prairies. I felt buoyant that morning; I was feeling very fit and happy and I knew I was flying well. It was a beautiful early summer day with a few puffs of fair-weather cumulus at about five thousand feet, with a light breeze to temper the already growing heat. The constant drone of Harvards filled the air, punctuated by the fierce, ear-splitting howl and crackle of the high-speed propeller tips as one fled down the runway like a scalded cat, tail up, and took off, flashing yellow in the sunlight and tucking its wheels neatly up as it left [page break] the runway. Tim and Soren, two of the twenty or so Norwegians on our course – in fact, the R.A.F. were in the minority on Course 32 – were sitting in the crewroom. They completed my formation of three when we flew, and we were great buddies. Tim looked up and grinned. “No formation for us this morning, eh?” “No, not this morning, Tim. I hear that you’re grounded, anyhow, for trying to make me spin in off a turn!” I was joking, of course, and Tim knew it; on’s [sic] loyalty to one’s formation was absolute. Tim laughed hugely, his lean, brown face, normally rather grave, was transformed. “Anyhow,” I said, “he’s not fit to fly with a face like that,” and I pointed to Soren, who was feeding a nickel into the juke box. There was a thud, and out came the seductive voice of Dinah Shore. “Mother, may I go out dancing? Yes, my darling daughter. Mother, may I try romancing? Yes, my darling daughter – “ It was practically our course signature tune at Moose Jaw, everybody sang, whistled or hummed it and selected it on whatever juke box was handiest, whether here in the crewroom or out at Smoky Joe’s, the cafe at the camp gates, on the dust road which led to town. Soren looked up. He had a bottle of coke in one hand, a split lip and a discoloured right eye. He grinned at me. “Ah, but it was just a friendly little fight with a couple of Canadians, nothing serious at all.” Soren’s favourite occupation on his evenings out was to have several drinks then find someone to fight. Strangely enough, he never fought with any R.A.F. bloke. “See you later, then,” I said to them. Tim gave a vague wave, Sorne’s eyes were already shut as he lay full length on a convenient bench, arms crossed on his chest, his mop of incredibly blond hair gleaming in the sun which poured in through the window. “What if there’s a moon, mother darling, and it’s shining on the water?” I sang to myself as I crossed the expanse of concrete [page break] in front of the hangars, under the blazing sun, my parachute bumping against the backs of my knees, the morning breeze finding its way pleasantly inside my unbuckled helmet. It was so hot that we were able to fly in shirtsleeves. Up at eight or ten thousand feet it was delightfully cool, but at ground level the temperature could climb to the 120’s in the sun by afternoon. I found 2614 among the half dozen kites parked in line facing the hangar. Someone had thoughtfully left the canopy open to minimise the heat in the cockpit. I checked that the pitot-head cover was off, I didn’t want to get airborne and find that the airspeed indicator was out of action. Then I climbed in off the port wing-root, clicking the leg-straps of my ‘chute into the quick-release box as I did so. An erk was standing by with the starter trolley. I did up my safety harness while I was busy with the pre-start cockpit check. I operated the priming pump and shouted “Contact!”, switching on the ignition, and with the stick held firmly back into my stomach I pressed the starter switch. The propeller staggered, jumped, staggered again, then caught as the engine roared into life. the prop-tips became a yellow semi-circular blur in front of my eyes. The erk wheeled away the trolley, parking it to one side where I could see it. I tested the controls for the full movement and ran up the engine, buckled my helmet securely and pulled the seat up hard against the straps, waving away the chocks. The erk gave me the thumbs-up. I toed the brakes off, opened the throttle a little, and we rolled. I taxied with exaggerated care, knowing that F/O Sparks was probably watching me. I had been told off by him once or twice for taxying carelessly. So I ruddered the nose meticulously, each way in turn, at 45 degrees to my direction of travel, which enabled me to see ahead, to the sides of the big 450 horse-power radial engine. A taxying accident was a very serious matter indeed, and a Court Martial was the automatic sequel. I arrived at the end of the twin runways in use and squinted up into the flare; no-one was on his approach. A final check on the windsock and on the cockpit settings, then I turned on to the runway, pushing on a little rudder to ensure I was absolutely in [page break] line and central. I set the gyro to ‘0’ and uncaged it, then glanced up to make doubly certain that the canopy was fully back, just in case anything went wrong on take-off and I had to get out in a hurry. Then a final deep breath and we were off. I eased open the throttle to its fullest extent. We rolled, rumbling over the runway, keeping straight with small pushes on the rudder. The engine note rose to a deafening howl and the pressure on the stick increased as we gathered speed and as I eased the stick central. We were in a flying attitude, tail up and charging down the runway which was vanishing with amazing rapidity under the nose of the aircraft. At 65, a slight backward pressure on the stick – not quite ready. At 70, a bump or two, then the incredibly smoothness of being airborne. I whipped up the wheels, holding the nose just above the horizon to pick up speed, then I throttled back to climbing boost and revs, and reaching up, slid the canopy shut. It was a bit quieter then, and I could relax a little. I adjusted the climbing angle to give me 100 m.p.h., saw with satisfaction that the gyro was still on ‘0’, and did a quick check on all the instrument readings, going swiftly round the cockpit in a clockwise direction. The altimeter slowly wound around its way towards the cotton-wool cumulus. “Mother, may I go out dancing? Yes, my darling daughter,” I sang loudly to myself. . . . . . . . . . . . . “How right he was,” I thought as I brought her smoothly out of a steep turn, “you can black yourself out in one of these.” I had tightened the turn gradually, to the left, which I could do without conscious effort, toeing on top rudder to keep the nose pushing around the horizon, the stick fairly tightly into my stomach to tighten the turn in on itself. As the rate-of-turn indicator hovered around the 3 1/2 mark I could feel myself being crushed down into the seat, my cheeks were being pulled downwards, and the instruments had become rather fuzzy as the ‘g’ took hold of the blood in my brain, sucking it down out of my head. Then, as I came out of the turn and the ‘g’ decreased, I stretched myself against the straps as the pressure slackened, and bared my teeth in a mirthless grin [page break] to restore my features to their correct shape. “Forced landing next,” I said to myself as I slowly but firmly closed the throttle, stopping it just before the place where the undercarriage warning horn would sound. I was at about six thousand feet, to the west of Moose Jaw. Several miles away, to the north-east, I could see another Harvard stooging along, probably on a cross-country, and away to the north a civil DC3 was flying the beam from Regina to Swift Current. I gently pushed the nose down into the quietness, selected flaps down and hand-pumped on 15 degrees. In a real engine failure you would have to do it this way, the hard way. I slid the canopy open and was all set to pick what would laughingly be called my ‘field’; in this part of the world what passed for a field was rather rare. The prairie lay below in its muted colours, the occasional yellow dust road straight as a string, the sun flashing briefly on some watercourse. About thirty miles to starboard there seemed to be some line-squalls building up already above the low hills which marked the border of Canada with the neutral U.S.A. I put the kite into a shallow glide. Then I saw my field, a green, squarish paddock with two white buildings in one corner, a dirt road leading up to them. I settled the airspeed on 80 and turned towards the paddock, losing height slowly but steadily in a succession of well-banked turns like the descending hairpins of a mountain road. The green postage stamp of the paddock grew larger. From the smoke of a small fire somewhere on the prairie I saw I would be roughly into wind on my final approach. The white buildings grew into the size of matchboxes. “What a God-forsaken place,” I thought, “imagine being stuck out here, miles from anywhere, no town, no trees, lots of damn-all connected by roads.” Then I notice a movement near the house. One figure was standing just outside it, then it was joined by another. Still I glided down, mentally noting airspeed and altimeter readings with quick glances, checking and assessing my position in relation to the paddock. I used to sideslip Tigers with contemptuous ease to get them into the [page break] field at Sywell, it became my trademark before I left there, but I’d never tried to sideslip a Harvard. Come to think, perhaps this wasn’t the time to start. The horizon had lifted quite a lot. I was going to make it all right, I thought. The prop windmilled ahead of me and I had the urge to open the throttle to make sure that the engine was still functioning; it seemed an age since I had cut the power off. I dropped the nose and did a final turn to port. Airspeed back to 80, pump down full flap, line up, into wind, on to the paddock. It was a man and a girl standing there watching me, the sun gleaming on their upturned faces. The man was pointing upwards, towards me, he had put his arm protectively around the girl’s shoulders. His daughter, I thought. I imagined them speaking to one another in their slightly harsh Canadian voices, anxious as to what was going to happen next to the aircraft, to me – and to them and their home. I saw the girl give a small wave of the hand, nervously, encouragingly, almost as though she were trying to placate some force, to stave off a possible disaster, and I felt a pang of guilt, knowing that they would be thinking that I was in trouble. Two ordinary people, the tenor of their lonely lives disturbed as never before, by my so casual and uncaring intrusion. Altitude 150 feet. Airspeed 80. It was, if I said it myself, a honey of an approach, I could have put her down with no trouble at all. They were both waving now and I could distinguish their features. I had them firmly fixed in my mind as father and daughter. Perhaps he was a widower, living out his hard life on the land which his ancestors had farmed since the Indians had left, perhaps his pretty daughter had sacrificed her youth, her prospects and hopes of marriage, to look after her father and help on their farm, burying herself in their lonely world. They were remote there from everything of violence, receiving news of the war over the radio from professionally cheerful and brash newsreaders, couched in terms that they could merely imperfectly comprehend: Europe was far away, dominated by some tyrant of whom they knew little, opposed only by distant and defiant English cousins whom they had never seen, and whose ways were as strange and unknown to them as those of the biblical characters of whom perhaps they read daily at the end of their quiet evenings together. [page break] I saw him clasp her to himself protectively, and I saw also that I was now below 100 feet. Firmly, I opened the throttle fully. The engine surged with power, its roar doubly deafening after the long glide down. I eased the nose up and gently started to milk off the flap. The house slid beneath my port wing. I saw, out of the corner of my eye, the two figures. He was greying, slightly stooped, in brown bib-and-brace overalls, she a slim girl in a vivid blue frock, her dark hair like a halo round her face. I suddenly thought of Betty. They stood, their arms around each other, as I flew over them. Then I had the strange and unaccountably peaceful feeling that in those few minutes I had known them all my life. It was as though time itself had become distorted, elongated, to envelop the three of us in some temporal vacuum in a cul-de-sac off the normal path of consciousness, where the clock of the world stood still and where we had, in some mysterious way, experienced a fragment chipped off the endless expanse of eternity, wherein the three of us had been united as one. The horizon sank away below the Harvard’s nose. I was back again in my element after those eerie few seconds. I looked down at them for the last time. She was standing with both hands pressed to her face. Then her father slowly raised his right hand, as though in benediction. I climbed away into the summer sunshine. And I sang, to no-one but myself, but thinking of the girl down there – “Mother, must I keep on dancing? “Yes, my darling daughter!” I turned the Harvard’s nose for home. . . . . . . . . . . . . [page break] [inserted] [underlined] Crewing-up [/underlined] [/inserted] [page break] [underlined] CREWING-UP [/underlined] Although there are many things which happened at that time when we looked directly into “the bright face of danger”, there are some, and regrettably, some of the most important, the recollection of which steadfastly eludes me. This of course pains me greatly, as the men I was about to meet were destined in those six all too short months to leave an indelible and now poignant impression upon my memory. My recurring faint recollection is somehow associated with being in a group of other pilots, pupils at 11 O.T.U., Bassingbourne, not far from Cambridge, quite near to the place of execution of Dick Turpin at Caxton Gibbet, and later to become an American Flying Fortress base. We were gathered at the end of one of the hangars in the morning sunshine, practising what little skills we had acquired on the use of the sextant, taking sun-sights and from them plotting the latitude of our position, which was, of course, easily checked by our, at that stage in our training, benign instructors. Perhaps their thoughts were couched in similar terms to those which Connie was to use in conversation with me a year or more later, and in totally different circumstances and surroundings – “They don’t know what’s coming to them, poor sods, do they, Yoicks?” None of us knew what was coming, for better or for worse, to us, and I was certainly not to know that within the hour I was to meet, and for the next six months – (was it really as little as that?) – become associated with and know intimately five of the finest men, in my opinion, who ever walked the earth. Men who became closer to me, closer to each other, than brothers, than my and their own flesh and blood, men who were mutually supportive in the intangible but unyielding bond which perhaps only aircrew or ex-aircrew can comprehend, men, four of whom had already entered the last six months of their short lives. We put away our sextants, thankfully, in most cases. There were about twenty of us pilots on the course, both from the United [page break] Kingdom and the Dominions. My own particular friends were Charlie from Newcastle, Hi-lo, a rugged, rangy Canadian and the man who was to become his Observer, a cheerful Australian named Laurie, and also Roddy, another Canadian, smiling and lively, whom I often addressed, attempting, not unkindly, to imitate his accent, as Raddy. He, Hi-lo and Laurie were soon to be posted with me to 12 Squadron. All three were also soon to die. We had completed our introduction to the Wellington under the tutelage of ‘screened’ ex-operational pilots, on somewhat battle-weary ex-Squadron aircraft. The inevitable ‘circuits and bumps’ – a few of the bumps quite heavy – had been the order of the day, and of the night, a fortnight of them. I astonished myself by going solo on what were in my eyes monstrously large twin-engined aircraft, having gained my wings on single engined Harvards, in less than three hours. Perhaps it was due not so much to skill and ability as to confidence, or perhaps over-confidence. Looking back on it now it never ceases to astound me and I have to consult my log book to verify the figure of a mere two hours and forty five minutes instruction. One interesting feature of this fortnight was that before we flew at night we practised what were known as ‘day-night’ landings. Flying in broad daylight with an instructor as safety pilot, we wore specially tinted goggles which gave the impression of surrounding darkness, while the runway was marked by sodium lights which showed up brightly and gave us the line of approach and landing. It was a novel and rather weird experience, but a very useful one, preparing us for the real thing, flying at night in much-reduced visibility, our eyes fixed almost exclusively on the blind-flying panel of A.S.I., altimeter, turn and bank indicator, gyro compass, artificial horizon, and rate of climb and dive indicator. And so, to one degree or another proficient enough pilots of the Wellington, we were ready to be crewed up. ‘George’, as automatic pilots were universally known, were rare pieces of equipment in late 1941, so every Wellington was crewed by [page break] two pilots who shared the manual flying (of anything up to 7 1/2 hours on some operations) and one of whom was designated as captain of the aircraft, almost invariably addressed as ‘skipper’ or more usually ‘skip’. Once in the air, however, the pilot was virtually under the orders of his Observer, a misnomer if ever there was one, as he was in no position, huddled in his tiny compartment with his plotting chart and maps, his parallel ruler and sharpened pencils, constantly reading his super-accurate navigation watch, his ‘slave’ altimeter and airspeed indicator, to observe anything outside the aircraft. No pilot, however privately doubtful he might be of the Observer’s statement of the aircraft’s position relative to the earth, or of his instructions to alter course on to a given heading at a certain time, ever had the temerity to question him as to these matters except in the mildest and most oblique of terms. To do otherwise was to risk a most sarcastic reply, usually culminating in the curt riposte, “You just do the flying and let me do the navigating.” Later, on the Squadron I was to learn that Observers as a clan – and a Freemasonlike clan they were, dabbling in the impenetrable mysteries of running fixes, square searches, back-bearings, drifts and suchlike – were sometimes irreverently known as the Two-Seventy Boys, after their alleged persistent habit of, having bombed some German target and being urgently asked by the pilot for a course “to get the Hell out of here”, would airily answer, “Just steer two-seventy,” that being West. The Observer was also the crew member who released the bombs, his bomb selector panel down in the starboard side of the aircraft’s nose being somewhat inappropriately known as the Mickey Mouse, for a reason I never discovered, directing the pilot from his prone position between the front turret and the pilot’s feet on the rudder pedals with what was usually a breathless series of instructions, “Left, left”, “Right” or “Steady”, the word “left” always being repeated so as not to be confused with “right” against the various external and internal noises of a bomber aircraft. Current at the time was a somewhat school-boyish joke that one Observer had so far forgotten himself in the excitement of the bombing run to call urgently to the pilot, “Back a bit!” The remaining three crew members each wore the air gunner’s ‘AG’ half-wing on his chest. But one, in addition, had the cluster of [page break] lightning flashes of a wireless operator on his sleeve and was invariably referred to, not by the official designation of wireless operator/air gunner but with the racy and succinct abbreviation ‘WopAG’. His was the task of obtaining as many bearings on radio stations, both R.A.F. and, if he was able, B.B.C. and German civilian stations such as Hamburg or Deutschlandsender and pass the information to the Observer in the next compartment. He must also, at designated times, listen out to messages from his base aerodrome and also his Group Headquarters. In addition, in emergency, he could attempt to obtain a course to steer to any given bomber station by requesting from them a QDM, the code for that information. But this was regarded as being rather infra dig. The two ‘straight AGs’, as the other gunners were known, occupied their respective gun turrets with a few inches to spare, one at the front and one at the rear of the aircraft, the coldest positions, despite their electrically heated leather Irvin suits. In the ‘tail-end Charlie’s’ case it was the loneliest position in the aircraft and the most hazardous if attacked by a Luftwaffe night-fighter, but the safest if a sudden crash-landing became necessary, or if the order to bale out was given in some dire emergency, when he simply rotated his turret through ninety degrees, clipped on his parachute, jettisoned the turret doors and fell out backwards. Each turret was equipped with two .303 inch Browning guns, lovingly maintained and cared for by their users, pitifully inadequate when compared to the cannon of the German night-fighters. To be in the firing line of these Luftwaffe cannon was not at all pleasant. Although never, fortunately, experiencing it in the air, Charlie, my room-mate, and I, billeted in Kneesworth Hall close to the aerodrome, on the old Roman road of Ermine Street, were quietly writing letters one evening in our first-floor room when we heard, and ignored, the noise of the air-raid siren from the village. Bassingbourn was one of the nearest training aerodromes, and certainly the nearest bomber O.T.U., to the east coast, although a fair distance from it. But this fact must have been well known to the enemy, who paid us periodic visits. One aircraft, in fact – I believe it was a Junkers 88 – either by design or mischance actually landed at [page break] Steeple Morden, our satellite aerodrome and became the property of H.M. Government and the Air Ministry, subsequently appearing as part of the circus of captured German aircraft in flying condition which we once saw flying out of Duxford, a nearby fighter station, where they were based, and heavily escorted by a squadron of Spitfires indulging in some plain and fancy flying around them to discourage curious onlookers such as we, who might have gone so far as to try to shoot them down, if in sufficiently rash a mood. However, to return to Kneesworth Hall and the air raid warning. Charlie and I carried on with our respective writing until we were suddenly aware of a strange aircraft engine noise becoming rapidly louder, accompanied by the loud and staccato banging of cannon-fire as the German intruder shot-up the road, the village and approaches to the aerodrome. Our letters were swiftly thrown aside as we, with violent expletives, flung ourselves under our respective beds. My future rear gunner also had a tale to tell concerning an attack by an intruder. The taking of sun-sights over, we were instructed to gather in one of the hangars to be crewed up. There was, as I recall, no formal procedure attached to this important and far-reaching event. One of two instructors acted somewhat like shepherds directing straggling sheep to make up a group of six which was to be a crew. There must have been a hundred or more aircrew of all categories milling around rather haphazardly until, perhaps, a beckoning hand, a lifted eyebrow or a resigned grin bonded one man to another or to a group as yet incomplete. The whole procedure, if indeed it could be graced by that term, seemed to be quite without organisation, the complete antithesis of all previous group activities I had experienced since putting on my uniform eleven months before. Here, there was no falling-in in threes, or lining up alphabetically. (And how I used to long for anyone named Young who would replace me, the invariable and forlorn last man in any line for whatever was to be received or done.) “You lookin’ f’r ‘n Observer?” He was tallish, rather sallow and thin-faced, in Australian dark blue uniform with its black buttons, Sergeant’s chevrons on his sleeves, the winged ‘0’ above his breast pocket. [page break] “Sure. Glad to have you,” I said. This was Colin, more often than not simply ‘Col’. He was to guide us unfailingly through the skies, friendly skies by day and night, then through the hostile moonlit spaces over Germany and Occupied Europe. Col, from Randwick, near Sydney, with his baritone voice which quite often suddenly creaked, almost breaking as he spoke, with his wry sense of humour, his sudden, almost apologetic half-stifled laughter, his strange, colourful vocabulary – “Take five!” His term, sometimes sarcastically uttered, of approval. And when he suspected that I or some other member of the crew was trying to kid him – “Aw, don’t come the raw prawn!” A single man, his father working for the Australian Broadcasting Corporation. Later, one night on ops with the Squadron to Kiel where the Gneisenau was skulking after its dash up the Channel from Brest with the Scharnhorst and Prinz Eugen, Col performed a wonderfully accurate piece of navigation. It was on an occasion, of which there were several, when the Met. forecast was completely inaccurate, which we feared when we entered cloud at 600 feet after take-off. We climbed slowly until we could climb no more in the thin air and reached 20,500 feet, still in cloud, a faint blur of moonlight showing above us. We bombed the centre of the flak concentration in the target area, completely blind, but saw several large explosions which we duly reported on our interrogation back at base. Losing height slowly on the way back and with an unwelcome passenger in the shape of the 1000 pound bomb which had hung-up, I broke cloud at something around 1000 feet on return, a mere four miles south of our intended position, to see the welcome finger of Spurn Head down to starboard and the four red obstruction lights of a radar station near Cleethorpes gleaming ahead. Over seven hours in cloud and an error of only four miles, thanks to Col’s abilities. It was on this raid, by Wellingtons, 68 in total, of our No. 1 Group, that the Gneisenau was so badly damaged that she never sailed again from her berth. Many of her crew were killed. Perhaps it was our bombs that had done the damage, who knows. I once found Col, on an op, being quietly sick into a tin at the side of his plotting-table, his face ashen, but carrying on despite that. [page break] Such was his dauntless spirit. He had my unspoken sympathy as a fellow-sufferer. A pale, poker-faced and very quiet Royal Canadian Air Force sergeant pilot attached himself to us. Elmer, as the rest of the crew came to christen him, was silent to a degree, but despite that somehow exuded a quiet if somewhat forlorn determination. When we reached the Squadron in October he joined Mike Duder’s crew. Five of the six of them were killed when, damaged by flak over Essen on Mike’s 29th trip, his last but one of his tour had he completed it, they were finished off by a night-fighter and crashed in Holland. It was not until many years later that I learned a little more about Elmer. Although in the R.C.A.F., he was not, in fact, a Canadian, but a citizen of the United States of American, from St. Paul, Minnesota. Before Pearl Harbor [sic] he had an urge to fly against the Germans, possibly because of his Central European forbears. He volunteered for the U.S. Air Force as a pilot and underwent his initial training. Unfortunately, like many others, he had trouble with his landings and was failed. He returned home undeterred, with his desire to become a pilot undimmed. To raise money for the course of action upon which he had decided, he took a job in a sweet factory and augmented his wages by working as a petrol pump attendant. He then travelled to Canada and enlisted in the R.C.A.F. This time he successfully completed his training and got his long-desired wings. All this I learned years later when I was able to trace his sister-in-law and with a residual sense of guilt over my at times impatient, if not downright snappy instructions to him in the air, I have attempted to salve my conscience by having several times visited his grave, and those of his crew, in a war cemetery in a small, neat town in the Netherlands. The ‘father’ of our crew was Mick, our Wop/AG, the only married man amongst us. In peacetime – or ‘civvy street’ as it was invariably known – he had worked at Lucas’ in Birmingham and was knowledgeable on most things electrical and mechanical, owning a small Ford car as well as a motor cycle. The former was later well used on stand-down nights on the Squadron for trips into G.Y. (as Grimsby was known) and I once had the doubtful pleasure of a hair-raising pillion ride [page break] over snow-covered skating rink minor roads, on his motor cycle, also into Grimsby, which was almost as nerve-wracking to me as a trip to Essen. Mick (this was not his given name) was tallish, fairly well-built, with a high forehead, a studious manner, a slight ‘Brummy’ accent and an unconsciously querulous voice. It was he, I think, who christened me ‘Harry’, by which name I became known by the rest of the crew, and the use of which, after their loss, I have strongly discouraged. Mick had done part of his training somewhere in Lincolnshire and had frequented, and knew the landlady, Edna, of the Market Hotel on Yarborough Road in G.Y., which became a home from home for us on stand-down nights. He had a habit concerning which Col and I wryly complained on several occasions, of, on being asked over the intercom. for some information, would testily reply, “Hey, shut up, I’m listening out to Group.” We met his wife once, in the ‘Market’, Mick proudly introducing her to us all, a shy, rather self-effacing girl, soon to become a widow. Our gunners were a wonderfully contrasted pair. Johnnie, from a small Suffolk town – and again, not his given name – in the front turret, was slim, neat in appearance, quiet of speech and demeanour, moderate in his choice of words and apparently completely without fear. No matter what the circumstances, his voice over the intercom. was as calm and measured as though he were indulging in casual conversation over a glass of beer. On the way to Essen one night we were suddenly coned in a dozen or more searchlights and the German flak gunners got to work on us. Cookie was hurling the aircraft all over the sky in his attempts to get us out of the mess, and I was being hurled all over the interior of the aircraft, which was lit up as bright as day. In a steep dive, attempting to escape from the combined attack of searchlights and flak bursts, Johnnie, without being told, opened fire with several short bursts from his twin Brownings on the searchlight batteries, and immediately we were freed from them as they snapped out as though all controlled by a single switch. Johnnie bought himself no beer the next time we went to the ‘Market’. In contrast to Johnnie’s urbanity there was Tommy, our cockney rear gunner. I am still looking for Tommy, still seeking to discover what became of him after he was admitted to hospital after a few ops with us, whether even today, somewhere, he is alive. J – would have [page break] described him, had she, like me, had the good fortune to know him, as being like Tigger, a very bouncy animal. Although not tall, he was built like a boxer or a rugby prop forward, solid, chunky – even more so when kitted up in his Irvin suit – with a gleaming broad red face, scarred in one place, topped by rather long and slightly untidy Brylcreemed hair, his face almost always split in a broad grin. He was cheerful, cocky, good-humoured, never short of a quip, lively and effervescent, and he was a tonic to us all when things were going against us. He laughingly described to us one incident in which he was involved while in his training Flight in the weeks before coming into the crew. He had been on a night cross-country involving an air-to-sea firing exercise, aiming, presumably, at a flame float which they dropped in the English Channel. Several other gunners were taken along on the trip and after Tommy had fired his allotted number of rounds he retired to the rest bed half way down the Wellington’s fuselage, unplugged his intercom., closed his eyes and fell asleep, the padded earpieces of his helmet dulling the noise of the engines and of the rattle of the Brownings fired by his fellow-pupils. He awoke with a start, someone shaking him violently and yelling in his ear, “Bale out! Bale out!” The aircraft was being jinked around the sky in evasive action from the attack of a German fighter. By the time Tommy had collected his wits, found and clipped on his parachute and jumped through the open escape hatch, the aircraft was down to approximately 600 feet, the lowest safe altitude to allow a parachute to open. No sooner had it done so than he was down to earth, to the softest of all possible landings – in a haystack. He had no idea where he was, nor what had happened to the aircraft or to the others in it, and certainly no idea of the planned route of the cross-country flight. “I hadn’t a bloody clue where the hell I was,” he told us, “could’ve been in France, Germany England, any bloody where.” So he collected his deployed parachute into his arms and in the darkness plodded away from the scene of his sudden and fortuitous landing upon the earth. The unfamiliar countryside was silent and [page break] dark. He came upon a ditch under a hedge and rightly decided to spend the night there. In the morning he would take stock of his position. In the ditch, he rolled himself into his parachute, comfortably warm inside his leather Irvin suit and once more slept. In the morning, at daylight, he cautiously emerged to size up the situation. On the other side of the hedge was a narrow road. Keeping well hidden, he awaited developments. Presently, the distant sound of voices alerted him and two men dressed in farm-workers’ clothes came walking along the lane. Tommy strained his ears to catch their conversation, to determine what language they were speaking. To his relief he heard familiar English words. Tommy emerged and, perhaps too quickly, confronted them. But startled as they were by his sudden appearance and flying clothing, they were soon convinced of his nationality when he employed his colourful vocabulary to some effect. They directed him to the nearest house where he received some much-needed refreshment and telephoned his flight Commander at Bassingbourn. On our evenings out at the ‘Market’ in G.Y. he always made a point of collecting small empty ginger ale bottles after one or other of us – often it was I – had added the contents to our gin. These he would take along on our next op., storing them handily in his already cramped rear turret ready for use. We had heard it said that if caught in searchlights, a couple of empty bottles thrown out would, during their descent, scream like falling bombs and cause the searchlight crew to douse their light, and one night on the approach to the Happy Valley, as the Ruhr, with the somewhat black humour of bomber crews, was known, when we were trapped in searchlights he proved, by throwing out a few bottles, that this was no old wives’ tale. It worked like a charm and we slipped through the defences and on to Essen. (Soon afterwards, on leave, I was relating this to an elderly and very unworldly female relation, who, to my amazement and vast amusement was alarmed and scandalised, wide-eyed and open mouthed. “Oh! But you might have killed somebody!” she exclaimed.) I have made several attempts to find out whether Tommy survived the war. In correspondence with a contemporary Squadron member, he [page break] wrote to say that he had a copy of a Squadron Battle Order in which Tommy’s name appeared in relation to an operation, as rear gunner in some crew whose names were unfamiliar to me, but that Tommy’s name had been crossed out in pencil and another substituted. Whatever the significance of that, neither he nor I could tell after the lapse of time. A message on the Internet, placed by my Dutch friends, has produced no result. Are you out there somewhere, Tommy? If so, you and I are the only two survivors of the six who came together on that sunny August day in the echoing hangar at Bassingbourn those years ago. I miss you all, more than words can express; I think of you every day that passes, and I never cease to grieve for you, nor ever shall. . . . . . . . . . . . . [page break] [underlined] Enemy coast [/underlined] Through cockpit window now, The lemon-slice of moon, Some random stars Pricked in a hemisphere of indigo. Ahead, the coastline waits – Pale, wavering beams As innocent as death Rehearse the adagio ballet Which will transfix us On pinnacles of light For ravening guns. But for a space In this brief, breathless safety, Poised high above the metal Of the neutral sea, We hang in vacuum, Scattered like moths, Mute castaways in sky. Until, inevitable, we penetrate The charnel-house of dreams, That swift unveiling of Apocalypse Familiar to us As the routine holocaust Which other men call night. H.Y. June 1991 [page break] [inserted] [underlined] Images of mortality [/underlined] [/inserted] [page break] [underlined] IMAGES OF MORTALITY [/underlined] Someone, once, to whom I had been talking – perhaps, it must be admitted, at rather too great length – of my time at Binbrook, cut across my words impatiently with, “Ah, yes, but you were at an impressionable age then.” Not being by nature argumentative I let the comment pass, and the subject was rapidly changed. But the memory of that remark has remained with me. Broadly, I would not dispute its accuracy, for surely, at whatever age one is, one should be, and should remain, impressionable. But here, the implication seemed to be that the events I had been speaking of were not of such importance to have remained so strongly in my memory as they had done. I was then, and still find myself now, a little annoyed by that viewpoint. The happenings of that period of time were of considerable importance to us participants, and the young men, or youths, as some of us were who were involved, were all, in their own individual ways remarkable to one extent or another, by any standards of unbiased judgement. But perhaps my bias is showing. Be that as it may, when I think of Binbrook now, there comes into my mind a cascade of kaleidoscopic impressions of scenes, small scenes maybe, and of faces and voices, images of places and of people fixed into my memory like the black and white snapshots secured in an album of photographs. . . . . . . . . . . . . It was a shock to me when I saw it for the first time, walking up the road from the Mess towards the hangars. Being a peacetime Station – only just – Binbrook was equipped with the standard pattern of permanent buildings, including a row of what had been married quarters – a few semi-detached, two-storied houses. For some seconds I couldn’t think what had happened over there when I saw that most of the top storey of one of the houses had been shattered and was broken off. I halted in my stride, quite appalled at the unexpected and shocking sight. My first thought, an almost instinctive reaction in those days, was “enemy action”, then it slowly dawned on me that [page break] this was not so, that the building had, horrifyingly, been struck by one of our own aircraft, either on taking off or on landing, using the short runway. Who it had been, and what casualties had resulted, I never knew. I was too shaken to ask and no-one, certainly, ever volunteered the information. It was not a topic of conversation one indulged in or dwelled upon. But similar incidents were to involve my room-mate, Johnny Stickings, and I was to escape the same fate by only a few scant feet, and by the grace of God. . . . . . . . . . . . . Johnny had been somewhat longer on the Squadron than I, an Observer in Sergeant O’Connell’s crew. He was short, rather chunky and pale, with straight hair the colour of dark sand. I think we were both much of a type, for while we never went around together, we were perfectly pleasant towards one another and quite happy to be sharing a room, never getting in each other’s way or on each other’s nerves. One winter’s morning I woke to find his bed still neatly made up and unslept in. At breakfast I heard that his aircraft had crashed the previous night, coming back from an op., on Wilhelmshaven, I believe. As far as anyone could tell me there had been both casualties and survivors. It was later that day when I returned to the room, and found Johnny in bed. As I recall, he seemed rather dazed and quiet, as well he might have been. He went into few details of the incident; possibly his conscious mind was shying away from the harrowing experience, or perhaps he had been given a sedative. What he did tell me was that when the aircraft crashed he remembered being thrown clear. He had been flung bodily into a small wooden hut on some farmland in Lincolnshire. The hut had collapsed around him and he was only discovered lying in its wreckage by chance, when one of the rescue party noticed the demolished building. For several years, on the anniversary of the crash, there was an entry in the memorials in the “Daily Telegraph”, to Sergeants O’Connell, Parsons, Laing and Delaney, signed “Johnny”. Then one year the entry no longer appeared. . . . . . . . . . . . . [page break] Life on the Squadron produced, naturally, shocks to one’s nervous system. Shocks which one could reasonably expect as part and parcel of the normal run of operational flying, and which to one extent or another were predictable. It was the unexpected ones which shook one more violently than the rest; the dazzling blue of a searchlight out of nowhere which flicked unerringly and tenaciously on to one’s aircraft, the long uneventful silence of flying through a black winter’s night being suddenly shattered by a flakburst just off the wingtip. These were things which could set the pulse, in an instant, racing to twice its normal speed. But there was an incident which occurred in, of all places, the ablutions of the Officers’ Mess, an incident which was so completely unexpected and, at the time, heaven forgive me, so utterly shocking, that it froze me into complete immobility, open-mouthed, horrified, and, for an instant, uncomprehending. Apart from, as they are termed, the usual offices, in the dimly-lit stone-floored rooms, there were, naturally, a row of washbasins. I was washing my hands at one end of this row one evening when I heard a soft footstep nearby and I distinguished a figure in the feeble blue light which served to illuminate the place. What was so shocking was the face, a random patchwork of different shades of vivid red, white and pink, two long vertical cuts from the ends of the mouth to the chin, the eyelids unnaturally lifeless and mis-shapen, the hair of the head in isolated tufts falling at random on the skull over the brow. As he moved, I recovered myself and muttered some vague greeting as I went hurriedly out, back to the normality of the well-lit, noisy anteroom. It was a while before I recovered from this un-nerving encounter. Someone subsequently told me about Eddie. He was a burn case, one of McIndoe’s ‘guinea pigs’. A pilot, he had crashed, taking off in a Hampden. The aircraft had burst into flames. The Hampden’s cockpit was notoriously difficult to get out of in a hurry and he had fried in his own greases until he was rescued. Richard Hillary, in his well-known book ‘The Last Enemy’, described Eddie as the worst-burned man in the R.A.F. He was now a pilot in the Target Towing [page break] Flight, flying drogue-towing Lysanders on gunnery practices. Possibly because we both frequented the games room a fair amount, he and I slowly drifted together. No-one made any sympathetic noises towards Eddie, that was definitely not done, and no-one made the slightest concession towards him either. He played against me often at table-tennis, with a controlled ferocity which could have only have been born of the desire to live his spared life completely to the full. Frequently, a clump of his dark auburn hair would flop uncontrollably down over his eyes, to expose an area of shiny red scalp, upon which hair would never again grow, one of the numerous grafts on his head and face, the skin having been taken, he told me, mostly from his thighs. He would damn it cheerfully and push it roughly back again with his sudden slash of a broad grin, which never reached his lashless and expressionless eyes. I had detected some accent which I could not place. One day while we were sitting together in the anteroom, chatting, he mentioned that he was a South African. “Oh?” I said, “Where from? I’ve got relations out there.” “Where do they live?” I named the town. “Well I’ll be damned,” he said, “that’s where I’m from; what’s their name?” I told him. “Have you a cousin called Edna?” “Why, yes,” I said, astonishment growing every second. “I used to go around with her,” he laughed, “it’s a small world, isn’t it?” Eddie, I am glad to say, survived the war. There is a photograph of him, among others of McIndoe’s ‘Army’, in a book named ‘Churchill’s Few.’ . . . . . . . . . . . . What can one say of Teddy Bairstow? Only that, had he lived fifty years before his time he would have been described, I am sure, as ‘A Card’ or as ‘A Character’. [page break] Unlike Tony Payne or Jim Heyworth, for example, he was physically unimpressive; very thin-faced and pale, sparse hair brushed sideways across his head, but with eyes as bright as those of the fox’s head of our mascot. It was his voice, however, which one remembers best, grating, strident and penetrative in its broad Yorkshire accents. When he was in the room, everyone knew it, and the place seemed filled with his jovial, but somehow, rueful, almost apprehensive presence. Teddy had a stock phrase which he used whenever anyone asked him, for example, what sort of a trip he had had. He would lift his voice in both pitch and volume and exclaim to the world at large, “Ee! ‘twere a shaky do!” He had, to everyone’s knowledge, at least one very shaky do. Coming back from some op, he found, for one reason or another, that he wasn’t going to make it back to Binbrook. But he was reasonably close, he had crossed the Lincolnshire coast, and decided he would force-land his aircraft. But no wheels-up-belly-landing, as he should have done, for Teddy. Incredibly, he did a normal landing, if it could be described in those terms, undercarriage down, in the darkness, into a field near Louth, and got away with it without nosing over into a disastrous cartwheel. Few would have survived to tell the tale – Sergeant O’Connell certainly had not done so – but everyone agreed with Teddy’s usual comment. ‘Twere indeed a shaky do. Towards the end of February Teddy’s luck ran out. We went after the German pocket-battleship Gneisenau in Kiel Docks, where it was holed up after escaping up the Channel. Teddy did not come back. . . . . . . . . . . . . Somehow, it happened that Eric and I tended to gravitate together to play billiards or table tennis in the Mess games room, and for the odd glass of beer. It was, I think, possibly because like me, he was the only one of commissioned rank in his crew, apart from Abey, that is, who was his pilot and our Flight Commander, a Squadron Leader, very much senior in rank to both of us. Eric was Abey’s Observer, tall, well built, unfailingly polite, his manner polished and urbane, yet by no means superior. We got along very well; I enjoyed his company, and I like to think he enjoyed mine. [page break] It was one afternoon when we had a stand-down. Frequently, my crew and I would go in to Grimsby, to the cinema, then to the “Market” for a meal with Edna, the landlady, possibly stay the night, and come back in time to report to the Flights next morning. We usually managed to cram ourselves into Mick’s, our wireless operator’s, Ford. However, on this particular afternoon, possibly because we were broke, there were no such arrangements. I happened to bump into Eric in a corridor, in the Mess. We said “hello”, then he stopped suddenly and said, “I say, are you interested in music?” “Yes, I am, rather,” I said, not knowing what to expect. “Well, look, I’m just going along to old Doug’s room, he’s going to play some records – would you like to come along? I’m sure he won’t mind.” So I went. Doug was pleased to see us both. He wound up his portable gramophone and put on Tchaikovsky’s ‘Valse des Fleurs’. I can never hear that lovely, lilting piece without thinking of that afternoon in Doug Langley’s room, lost in the beauty of discovery of orchestral music, and remembering Doug himself, with his light-ginger hair and luxuriant moustache, sitting, eyes closed, head thrown back, as Eric and I listened attentively. From there, on a subsequent stand-down night we went to a real symphony concert, my first ever, in Grimsby, and a whole new and wonderful world had opened up for me, thanks to Eric and Doug. Abey’s crew went missing on Kiel, the same night as Teddy Bairstow. It was years later that I knew that Eric, and indeed, the rest of the crew, had survived. Desperate for contacts after J – ‘s death, I hunted through telephone directories until I found his name, and contacted him. After a few phone calls, and the exchange of several long letters, I met him in London. Being the men we are, it was an affectionate but undemonstrative greeting, a handshake and smiles rather than arms around shoulders and tears. His was a simple story. With quite typical frankness he told me, and M – who was with me, that it was all his fault that they had got shot down. There had, he said, been some fault in his navigation, a very common thing in those days when navigational aids were almost nil, when such things as Gee and H2S had never been heard of. On the way to Kiel they had strayed over Sylt, a notorious hot spot of an island off the Danish-German coast. [page break] They were hit be flak in their starboard engine, which put it out of action. After a discussion as to the alternatives open to them, Abey had turned for home, in the fond hope that one good engine would be sufficient to carry them to the English coast. It was not to be; they were losing too much height to be able to make it back across the wide and inhospitable North Sea. The next option was to turn round again, fly across enemy-occupied Denmark and try to get to Sweden, where they would bale out and be interned for the duration. Again, their loss of height eventually ruled this out, they would never have a hope of reaching any Swedish territory. The third and final option was to bale out over Denmark. This they did, one after the other, successfully, over the island of Funen. They were all immediately taken prisoner. Eric and Abey finished up in the notorious prison campo Stalag Luft III, Sagan, the scene of the “Wooden Horse” tunnel – and of the murder of fifty aircrew officer prisoners by the Germans. Eric, to my and to M – ‘s fascination, produced an album of pencil sketches he had made on odd scraps of paper, of prison-camp life. I asked him how he had been treated as a P.o.W., those three and more years that he spent behind the wire. Typically, again, he said, “Oh, I didn’t have too bad a time, really, you know.” What could one say in reply to that? I simply shook my head in wonder. Of course, among others, we mentioned Teddy Bairstow. He and his crew had not been so fortunate. Nor had Doug Langley, whose grave I found, quite by accident, in a quiet cemetery in norther Holland a short time afterwards. . . . . . . . . . . . . I returned to Binbrook after many years. But only to the village. I had already found the Market Hotel in Grimsby where I went so often with my crew. I had stood for several minutes, looking up at the windows of the rooms we used to have, and remembering kindly Edna, who treated us like sons. Remembering Col, and Mick, and Johnnie, of my original crew. Remembering Cookie, our skipper, and Mac, our rear gunner, the Canadians among us. Thinking of the man I never knew, Rae, the man who had taken my place, the man who had died instead of me. [page break] When I arrived at Binbrook, I found I could barely contain my emotion. I recovered myself to some extent while I drank a cup of coffee in the Marquis of Granby, the well-remembered pub in the village. I stood for a long time at the top of the hill, on the road which led down into the valley and up again to the now deserted and silent aerodrome. I stood, remembering again, seeing, across the distance, visions of the Wellingtons I and my friends had flown, parked in their dispersals, the movement of men around them, and their faces, hearing their long-stilled voices. But I could go no closer to them than that. There were too many memories, too many ghosts. On that fine morning the images of mortality were too real to be borne. . . . . . . . . . . . [page break] [inserted] [underlined] Tony [/underlined] [/inserted] [page break] [underlined] TONY [/underlined] At the time when I subscribed to ‘Readers’ Digest’ there would appear in each issue a short article entitled ‘The Most Unforgettable Character I Have Ever Met’. I find that this description could fittingly apply to Tony Payne. When I had the privilege of knowing him, Tony, at the age of 21, was already a veteran in terms of ability and experience, looked up to almost in reverence as one of the elite pilots on the Squadron. And whenever I recall the Officers’ Mess at Binbrook with its high-ceilinged anteroom just across the main corridor from the dining room, with the eternal, homely smell of coffee from the big urn near to the door, I can visualise Tony as he was so often, standing slightly to one side of the fire, pewter tankard in hand, holding court, as it were, the focal point of all eyes and conversation, eternally smiling and cheerful, his crisp, clear voice sounding above the music from the worn record on the radiogram which would be softly playing a catchy little tune, a favourite of his, called ‘The Cuckoo’. I have never heard it, or heard of it, even, since that time, but I could never forget it, as it was almost Tony’s signature tune. But Tony was entering the last six months of his life. He had the gift of holding everyone’s attention by his witty observations on most things operational – and non-operational, his words rolling brightly and optimistically off his tongue, his eyes shining with the pleasure of living for the moment, and that moment alone, of good company and comradeship. Once we were discussing a particular trip. (They were always ‘trips’, occasionally ‘ops’ but never ‘sorties’ or ‘missions’). Someone was describing our attempts to locate some target in Germany one night recently. There had been only sporadic gunfire aimed at us whn [sic] we arrived at about 20,000 feet, and that gunfire, we knew, was not necessarily from the immediate area of the target. “What did you think about it, Tony?” someone asked. Tony beamed at the question, leaned slightly forward and declaimed with mock solemnity and a judicial air, “Ah! Then I knew that something was afoot!” he said. [page break] Among his many friends, or ‘familiars’ as they might have once been known, (a description singularly appropriate), was the Senior Flying Control Officer (or ‘Regional Control Officer’ in the terminology then in force) Flight Lieutenant Bradshaw, “Bradders” to everyone. He was old enough to be Tony’s and our father, a World War I pilot beribboned with the ‘Pip, Squeak and Wilfred’ campaign ribbons of that conflict, slightly portly, fairly short in stature, of equable temperament and genial in manner, his iron-grey to white hair meticulously trimmed. A great deal of repartee was invariably exchanged by the two, doubtless born of their mutual affection despite the disparity in their ages. To our delight one day, Tony hurried into the anteroom in a state of high glee, carrying a small, brown-paper wrapped parcel the size of a large book. “Wait till you see this, you types!” he crowed to his audience, which included Bradders, who was as intrigued as the rest of us. Tony slowly, tantalisingly slowly, unwrapped his mysterious parcel then dramatically held up its contents for all to see. It was a gilt-framed oil painting of a side-whiskered old man in a country churchyard, his foot upon the shoulder of a spade, a battered old felt hat on his head. The frame bore the title – ‘Old Bradshaw, the village sexton’. It brought the house down and it was ceremoniously hung on the anteroom wall near to the portrait of Flying Officer Donald Garland, one of the Squadron’s two posthumous Victoria Cross recipients, and near also to the mounted fox’s head, our Squadron badge, which had been presented to ‘Abey’, Squadron Leader Abraham, our Flight Commander, on his posting from a Polish O.T.U. where he had been instructing, to 12 Squadron. At about this time the Air Ministry commissioned Eric Kennington, a noted war artist, to make portraits of outstanding aircrew members, many in Bomber Command, and Tony was one of those selected to sit for him. He sat in his usual place at one end of the anteroom fireplace while Kennington went about his work. The Mess kept a respectful silence while this was proceeding, conversing only in whispers and never attempting to peer over the artist’s shoulder. Some time later, the finished portrait was hung in a place of honour on the wall, to Tony’s laughing embarrassment. [page break] It was only within these last few years that during a telephone conversation with Eric, my friend, fellow-survivor and table tennis and billiards opponent of those days, who had been Squadron Leader Abraham’s Observer when they were shot down over Denmark, that he asked me if I remembered Tony’s portrait, and whether I knew what happened to it. I confessed that I had almost forgotten about it and did not have any idea what had become of it. But his question touched off in me a desire to find out. It seemed logical that in the first instance I should consult my local Library to see whether they might possibly have any book of the Kennington portraits. It did have such a book, and they brought it out to me. Unfortunately, Tony’s likeness was not among the hundred or so reproduced, but he was mentioned in the index of all the portraits which the artist had undertaken. Where next? I decided that the obvious next step was to contact the R.A.F. Museum at Hendon. There I struck gold. They had the original portrait in storage and swiftly sent me a photo-copy. I obtained two copies, one of which I sent to Eric. Today, a sizeable and well-produced copy of Tony’s portrait hang on my wall where I can look on it with a mixture of affection, pleasure and great sadness, as well as a sense of honour that such a fine man and such a fine pilot could have wanted me to join his crew. I was more than a little surprised when he did so and have often wondered what prompted him to approach me. It was prior to his finishing his first tour, and I have described the incident and its calamitous sequel in the next chapter. His crew, on his first tour with us, must truly have been quite exceptional. To have completed their tour made them exceptional enough. The chances of that were a considerable way short of evens. There was an example of their ‘press on regardless’ spirit and of the brilliant navigation of Tony’s Observer, Sergeant Dooley, a dapper, smiling little Englishman, on one of our trips to Kiel to bomb the pocket-battleship Gneisenau. We rarely had an accurate Met. forecast on the trips we did in that winter of 1941-42, and on this night the conditions turned out to be worse than even the Met. Officer had forecast. We took off in the darkness and gloom and entered heavy cloud at 600 feet We climbed [page break] steadily out over the North Sea but at 20,500 feet we had still not reached clear air. With our bomb load we could climb no higher. We were somewhere in the top of the cloud mass, the moon a faint blur of light on our starboard bow. Below and around us were numerous gun-flashes from the flak defences of Kiel, and as obtaining a visual pinpoint was obviously impossible we bombed the centre of the flak concentration. We turned for home, still in cloud. After over three hours of manual flying, concentrating solely on the instrument panel in front of me, and losing height slowly down to 1,000 feet, I became aware that we had finally reached the cloudbase. Then to my relief and delight I pinpointed Spurn Head, our crossing-in point, about four miles to starboard, and saw the four red obstruction lights of the radar station near Cleethorpes dead ahead. We heartily congratulated Col on his navigation – seven hours plus in cloud and only four miles off track at the end of it. But Sergeant Dooley and Tony had outshone us. Like us, finding the target in Kiel docks completely cloud-covered he had refused the opportunity to bomb blind as most of us had done. They set course for the Baltic Sea, topped the cloud and found moonlight – and stars. Flying straight and level, which one had to do to take astro-shots of the various stars on the astrograph chart, and which one could safely do over the sea, but which was a most unhealthy undertaking over hostile territory, Sergeant Dooley obtained an astro fix of their exact position. He then plotted a dead-reckoning track and course to the target, some distance away, and when their E.T.A. was up, bombed on that. The Squadron Navigation Officer subsequently re-plotted his whole log and found that they had been ‘spot-on’ the target. Such was the ability and experience of Tony and his crew. When his tour was finally over and he had a well-deserved D.F.C. to his credit he was posted away to some hush-hush job at an aerodrome on Salisbury Plain, and both the Mess and B Flight Office were the poorer and less colourful for his going. My final meeting with him before my posting and his shockingly unexpected and untimely death was a few weeks after he had left the Squadron at the end of his tour. He appeared one day, cheerful and unchanged as ever, in the anteroom one lunchtime. He had flown up, [page break] unofficially, one guessed, in a small, twin-engined trainer. He was, he told us, flying all sorts of kites, at all sorts of heights, mostly over the Channel. He alleged that ‘they’, whoever they might be, and he did nothing to enlighten us on that, even wanted him to fly inverted on occasions. Beyond that he said nothing, and we did not ask him too many questions. He mentioned that although he had flown up to see us in the Oxford, one of the several aircraft at the secret establishment, he would have preferred something else – “I wanted to come in the Walrus”, he chuckled, naming an antiquated and noisy single-pusher-engined flying boat, usually operated by the Fleet Air Arm. “I’d love to have taxied up to the Watch Office and chucked the anchor out!” He left us after a cheerful lunch and went for ever out of my life, for which I am greatly the poorer. It seems that he came back to 12, without a crew, for a second tour and was insistent on taking part in the first 1,000 bomber raid, that on Cologne, with a completely new crew. His was the first aircraft to be shot down that night. It happened over the outskirts of Amsterdam. How he came to be there will always remain a mystery to me, as the route planned for that night to Cologne lay over the estuary of the Scheldt, mush [sic] further south, its numerous islands providing invaluable pinpoints. He and all his crew are buried in beautifully tended graves in a shady part of Amsterdam’s New Eastern Cemetery, which I have several times visited. On one visit to Amsterdam I had contacted a Dutchman who had formed part of the team of volunteers who had excavated the remains of C-Charlie, Tony’s aircraft on that fatal night in May 1942. I was able to visit the crash site in the suburb of Badhoevedorp. A small museum of remembrance had been created in some old underground fortifications on the outskirts of the city where were reverently displayed several small identifiable components of the aircraft, as well as one or two pathetic personal belongings of the crew. I was offered, and accepted, a small section of the geodetic construction of the Wellington and this now has a place of honour in my living room, where Tony, from his portrait, appears to be looking down upon it. . . . . . . . . . . . . [page break] [inserted] [underlined] Mind you don’t scratch the paint [/underlined] [/inserted] [page break] [underlined] MIND YOU DON’T SCRATCH THE PAINT [/underlined] After what happened that night to his beloved Z-Zebra when we, for the first and only time, were being allowed to fly it on ops, I could have quite understood if Tony had never wanted to have anything to do with me, or with any of the crew, again. But instead, after it was all over, for some time afterwards, whenever he happened to see me in the anteroom there would come into his eyes a gleam of what I could only interpret as amusement, but something more besides; this was a look of amusement mingled with a knowledge and appreciation of our good fortune, the look which perhaps a proud parent gives to his offspring as he sees him emerge from the last obstacle of a tricky course in the school sports and run triumphantly towards the finishing line, a “by-God-you’ve-done-it” look. A fanciful idea maybe, but the more I look back on it, the more I am sure that was what it was. It was when we had already done a handful of ops, I remember, and when he himself must have been well on towards finishing his tour – remarkable enough in itself – and quite some while after the events which led to his, and our, final trip in ‘Z’ that he caught my eye and beckoned me over, one day when there was no flying, in the mess at Binbrook. He and I were both standing among the small crowd of aircrew officers near the fireplace, tankards in our hands, nearly all of us smoking, under the gaze of the portrait of Donald Garland, V.C., and of the fox’s mask mounted on its wooden shield. And when I had made my way towards him he paid me a great and surprising compliment, he who was without doubt one of the finest of the many fine pilots on the Squadron. . . . . . . . . . . . . But the story, of course, starts some time before that, when we were very much the new boys, before I and the rest of the crew had been blooded on ops. When we had arrived on the Squadron from our Operational Training Unit at Bassingbourn, Elmer, my co-pilot, [page break] had been allocated to Mike Duder’s crew, while the rest of us had been taken over, as it were, by Ralph, a pilot who had a few ops already to his credit. We settled down comfortably enough with him and went through the final stages of our familiarisation and training on the Mark II Wellington in preparation for our first operation together. This landmark in one’s flying career was something which I, at any rate, had looked forward to – if that is the correct form of words – with a mixture of curiosity, awe and a certain degree of apprehension tinged with excitement; I regarded it as a large step into a completely unknown world. Just how hazardous a step it would turn out to be I was soon to discover. At that time, my logbook tells me, we had no aircraft which we could really regard as our own, perhaps because we were a fresher crew, I don’t know. However, we had flown seven different aircraft since joining ‘B’ Flight. One morning we reported as usual, to the Flights. I had the privilege of using, along with others, Abey’s, our Flight Commander’s, office as a sort of mini-crewroom. It was late November and we sat around talking, shop mostly, until about ten o’clock, when Abey’s phone rang. All conversation stopped. We knew what it would be – either another stand-down, or a target. It was a target, for freshers only. It would not be named until briefing that afternoon, of course, but I was fairly certain it would be one of the French Channel ports. Abey nodded to me pleasantly and said, “Let the rest of your crew know, will you?” Then he looked quickly at the blackboard fixed to the wall facing him and said, “Look, I think you’d better take Z-Zebra, Tony’s aircraft – he’s off to Buck House tomorrow to collect his gong from the King.” Tony Payne wasn’t in the Flight Office at the time, I suppose he had been told by Abey that he wouldn’t be required in any case; an appointment with His Majesty would naturally take priority over anything. So it was lunchtime when we’d done our quite uneventful night flying test on ‘Z’, that I saw him in the Mess. Or rather, that he saw me, and made a bee-line for me. “What’s this I hear, then?” he asked. I grinned at him. [page break] “You mean about Z-Zebra?” “Yes, I mean about Z-Zebra. My Z-Zebra. You’re not actually going to fly my kite, are you? On ops? God!” There was a look of mock-horror on his face. “Well, that’s what Abey said, so that’s what we’re doing. Don’t worry, Tony, we won’t bend it, or anything.” “Bend it? You’d better not! If you so much as scratch the paint I shall deal with you all personally, one at a time, when you come back, you mark my words!” We both knew he was kidding, but I knew, too, that ‘Z’ was the apple of Tony’s eye and that it had served him well. I hoped that it would serve as [sic] well, too. Briefing was in the early afternoon. I cannot recall that there were many of us there, three crews at most is my recollection. The target was Cherbourg docks, time on target 2100 to 2130, bomb-load seven five hundred pounders, high explosive, route Base – Reading – Bognor Regis – target and return the same way. I felt nothing other than curious anticipation, once the time of take-off drew nearer. I think the thought that we were in ‘Z’ boosted my morale. Tony’s aircraft must be good, for he was good, the best. That followed; ‘Z’ wouldn’t let us down. The trip was going to be, if not the proverbial piece of cake, then quite O.K., quite straightforward, a nice one to start us off, of that I was confident. It was a Saturday evening and dusk was falling as I went up to the Flights and opened my locker in Abey’s office. He was there, of course, looking quietly on at the small handful of us putting on our kit for the op. I started to struggle into my flying kit. Roll-necked sweater under my tunic, brown padded inner suit from neck to ankle, like a tightly fitting eiderdown, old school scarf, which, while I would never have admitted it, was my good-luck talisman. Pale green, slightly faded canvas outer flying suit with fur collar, wool-lined leather flying boots, parachute harness, Mae West and, lastly, ‘chute and helmet, which I carried. I checked that I had the issued silk handkerchief, printed very finely with a map of France, just in case, and I touched the reassuring small miniature compass, [page break] sewn into my brevet, another aid to evasion if forced to bale out. I joined Ralph and the lads in the hangar. There was a continuous buzz of conversation, the odd burst of laughter. Ralph was smiling with rather forced cheerfulness, no doubt wondering how his new crew would cope. Col, our Aussie Observer, looked more sallow than usual and was chewing gum rapidly. His Australian twang, when he spoke, was more pronounced, it seemed to me. Mick, the wireless op., looked worried, as usual, and said nothing, while Tommy, our rear gunner, was completely unconcerned and grinning from ear to ear. Johnnie, who would occupy the front turret, was his calm and quite imperturbable self, almost, I realised, the complete antithesis of Tommy. Ralph said quickly, “Let’s go, then,” and we strolled out of the chilly, pale blue lighting of the hangar into the darkness. We climbed awkwardly into the waiting crew-bus parked on the perimeter track. A half moon was beginning to show, flitting in and out of the scattered clouds which were drifting out to sea from off the Lincolnshire Wolds. It was cold, and despite my flying kit, I shivered a little. Col was still chewing stolidly, his face expressionless. There was a little desultory conversation as the bus rolled towards the dispersals, but the night’s op was not mentioned. “Z-Zebra,” called the W.A.A.F. driver through the little window at the front of the bus. We started to clamber stiffly down the back steps, reluctant to leave the companionable shelter of the vehicle. “Have a good trip!” Someone from another crew shouted the conventional but oddly reassuring words, which were invariably used to send a crew on their way. “You too,” one of us replied. Z-Zebra loomed over us in the semi-darkness. The crew bus rumbled away. The silence was intense, almost tangible. The ground-crew stood around, blowing on their hands and beating their arms around their bodies against the cold. There were muted greetings. Col and I walked several yards away from the kite, lit cigarettes from my case and took a dozen or so quick draws before stamping them out. “Come on, let’s get started,” I muttered, and we clambered up the red ladder which jutted down from Z’s nose. Johnnie was handing [page break] the pigeon in its ventilated box carefully up to Mick. We struggled in, heavily and clumsily, each to his position. I hoisted myself over the main spar and stood in the astrodome, reaching down to plug in my intercom lead, and I found the hot-air hose, aiming it to blow on to my body once the engines had been started. The port engine suddenly stammered and roared into life, then the starboard. We heard Ralph blow twice into his mike to test the intercom, then he spoke. “Everyone O.K? Harry?” “O.K., skip,” I said. “Col?” “Yeah, skip.” “Mick?” O.K.” “Johnnie?” “O.K., skipper.” Johnnie was always punctilious and correct. “Tommy? All right at the back there?” “Yes, fine, skip.” “Right, I’ll take it there and do the bombing run, Harry, you can bring us back.” “O.K., skip,” I said. Ralph’s mike clicked off. There was an increased roar from the port enging, [sic] shaking the whole kite, then from the starboard, as Ralph ran them up, checking the power, the magnetos, the oil pressure and the engine temperatures. The kite was shivering like a nervous racehorse at the starting gate, waiting for the off. A lull, then I felt a lurch as we moved slowly out of dispersal. The hangars, topped by their red obstruction lights, slid by, then we were at the end of the runway in use. Behind us I could see the nav. lights of the other aircraft which were to share the night sky with us over Cherbourg. A green Alldis light flashed directly on to us – dah, dah, di-di, - Z. “You’ve got your green, skipper,” I said. We were on our way. “O.K., here we go, hold on to your hats.” Johnnie appeared alongside me and grinned rather wolfishly; the front [page break] gunner went into his turret only when we were safely airborne. Ralph opened up the throttles against the brakes to lift the tail a little. Z-Zebra jerked and strained, then suddenly we surged forward, the engines howling. The Drem lighting of the flarepath smudged past, faster and faster as we charged down the runway. The bar of lights with the two goose-neck flares at the far end slid towards us, then suddenly all vibration ceased; we were airborne, we were on our way. Johnnie gave me the thumbs-up and vanished up front to go into his turret. In a few seconds he called up to say he was in position. I felt and heard Ralph throttling back to settle into the long climb to operational height; we would aim to be at 20,000 feet over the target. He began a turn to port to bring us back over the centre of the aerodrome to set course accurately for Reading. The night was clear, some cloud showing vaguely out to sea, a blaze of stars everywhere, with the half moon as yet low on the port beam. There were several flashing red beacons to be seen, scattered over the dim landscape like lurid and sinister fireflies, but no-one bothered to read their Morse letters on the way out; coming home, it would be another matter, they would be looked for and read as eagerly as one used to read the familiar names on railway stations on the way back from a holiday. From the astrodome the mainplanes were pale in the faint moonlight, the exhaust stubs glowed redly. The rudder was a tall finger behind us, under which sat Tommy in his turret, a lonely place. I could see the guns rotating from side to side as he kept watch. There was little sensation of height or speed as the engines roared steadily under climbing power, the passage of time seemed suspended and there was a sense of complete detachment from the earth and from all things on it. Conversation was limited to the essential minimum. Ralph came up, eventually, on the intercom. “Oxygen on, please, Harry, ten thousand feet.” I acknowledged, unplugged my intercom and left my position, going forward over the main spar to where just behind the Observer’s compartment the oxygen bottles were in racks up on the port side of the [page break] fuselage. I screwed open the valves on each one and returned to the astrodome. “Oxygen on, skipper.” I plugged in the bayonet fitting of my oxygen tube to the nearest socket and clipped the mask on my helmet securely to cover my nose and mouth. After a while, “Glow on the deck, dead ahead, skipper,” Johnnie said. I went forward quickly to stand beside Ralph. “Looks like Reading,” I said, “they always did have a lousy blackout. See those two lines of lights? The railway station. Wouldn’t that slay you? I don’t know how they don’t get bombed to hell.” “Useful for us, anyhow,” Ralph replied, “we’re dead on track and two minutes to E.T.A., too. Good for you, Col,” he called. The faint glow of Reading vanished under the nose. The moon was a bit higher now. Col gave the new course for Bognor. I took a deep breath of oxygen and holding it in my lungs as long as I could, went back to the astrodome. Tommy spoke up, rather fractiously. “Bloody cold back here.” “Shut up a minute, Tommy,” I heard Mick say, “I’m listening out to Group.” No-one spoke for a while. Then I caught a glimpse of a white flashing beacon to starboard. These were very useful; Observers kept a list of them coded with their actual Latitude and Longitude positions. I switched on my mike. “Occult flashing R Robert about five miles to starboard, Col,” I said. Then, “That’s peculiar,” I thought, “I didn’t hear my own voice saying that.” I checked my intercom switch and repeated what I’d said. Still nothing. I moved over to the intercom point at the flarechute and plugged in. I blew into my mike – dead as mutton. Taking a gulp of oxygen I went forward to Col’s desk and banged him on the shoulder. He looked up in surprise. I undid his helmet and shouted in his ear. “Is your intercom working?” He thumbed the switch and I saw his lips moving. Then he shrugged his shoulders expressively. “Bloody thing’s crook,” he shouted. After another gulp of oxygen I went forward to yell in Ralph’s ear. [page break] “Intercom’s u/s!” I saw Ralph check his mike, then he nodded, the corners of his mouth turned down ruefully. “Not a sausage,” he shouted, “see if Mick can fix it.” I pushed through the door into Mick’s compartment. He beat me to it. “Intercom’s u/s, R/T, too.” “See if you can fix it!” Mick nodded. I went forward again to Ralph, who had scribbled a note on a message pad. ‘If no joy in 15 min. we jettison and abort.’ Without the intercom we would be completely cut off from one another, an impossible situation. I settled into the second pilot’s position alongside Ralph, thinking that I might as well stay up front for a while. Ralph was writing something again, letting the trimmers fly the aircraft while he did so. ‘Tell the gunners,’ I read, and gave him the thumbs-up. More oxygen, then I ducked under the instrument panel, past the bomb-sight, treading gingerly on the bottom escape hatch, and quickly opened the front turret doors. My God, I thought, it’s freezing cold in here. Johnnie twisted himself round and looked at me questioningly. “Intercom’s gone for a Burton,” I shouted, “we may have to scrub it.” He raised his eyebrows and nodded. Half way back down the fuselage I saw the rear turret doors opening and Tommy emerged, slightly red in the face. “My bloody intercom’s u/s,” he shouted, looking aggrieved. I told him the situation quickly and he went back into his turret. I bent over Mick, who was fiddling with the intricacies of the radio equipment. “Any joy?” I shouted. Mick grimaced and shook his head. “Keep trying, Mick.” When I went back to Ralph he leaned over and shouted, “If Mick can’t fix it by Bognor, we’ll jettison ten miles out to sea and go home.” [page break] I wrote a note for Col and passed it to him. I was already hoarse with shouting and tired from moving around the aircraft on scanty oxygen. Still we climbed. Bognor was now below us, I could distinguish the shape of the south coast, the Isle of Wight. Col came forward and made book-opening movements of his hands to Ralph who nodded and selected the bomb-door switch to ‘open’. Col ducked down to the bombsight. I wondered idly whether there were any convoys below; even though the bombs would be dropped ‘safe’ they wouldn’t like five hundred pounds of solid metal from this height. There was a slight shudder as the bombs went. Col came back. “Bloody waste,” he shouted. Ralph nodded as he closed the bomb-doors. He shouted to me, “We might as well get down lower where we can come off oxygen. Get a course from Col, will you?” I did so and set it on the compass for Ralph, who did a wide turn to port, losing height steadily. The altimeter slowly unwound. When we passed through ten thousand feet I turned off the bottles and went the rounds of the crew, telling each one we were on the way home. Their reactions were muted, impassive. Soon we were down to two thousand feet, droning over the dim November landscape. There were no beacons to be seen anywhere in this area. I stood alongside Ralph, wondering if I would get a chance to fly ‘Z’ soon, but perhaps he didn’t like the thought of passing messages himself; the journey from front turret to rear, for example, was a bit of an obstacle race. Quite suddenly, I noticed that the starboard engine temperature was up. I tapped Ralph on the arm and pointed to it. He nodded slowly, we droned onwards. I looked out of my side window, through the arc of the propeller, mere inches away, at the starboard engine. Was it my imagination, or was there a whitish mist streaming back from it? Ralph had levelled off at a thousand feet. Col came in and handed him a note of E.TA. Reading. The starboard engine temperature was higher, and now the oil pressure was decidedly down, too. We’ve got trouble, damn it, I thought, and I saw there was now [page break] no doubt at all about the trail of vapour from the engine. “Looks like a glycol leak,” I told Ralph, who stared grimly ahead and nodded. Then he turned to me. “Get Mick on the W/T to base, returning early, intercom and R/T u/s, glycol leak starboard engine.” I gave him the thumbs-up, seized a message pad and wrote it down, then went aft and handed it to Mick, who was sitting glumly at his table. He looked at the note, raised his eyebrows and frowned, then started to tap out the message on the Morse key. Up front again I saw that the vapour leak from the engine was now streaked with red, and angry looking sparks were flying back over the engine nacelle and the trailing edge of the mainplane. I nudged Ralph, who leaned over to look, then grimaced. Now, the engine temperature was very high and the oil pressure had slumped even further. Z-Zebra was in real trouble. As is the way in flying, events thereafter moved in a downward spiral from bad to desperate with sickening rapidity. A lick of flame spat out of the engine, over the starboard mainplane, then horrifyingly, like the tail of a rocket, the flame shot back towards the rear turret. “Fire!” I yelled in Ralph’s ear. I pressed the extinguisher button on the instrument panel. Ralph chopped the starboard throttle back and hauled the wheel over to counteract the lurch and swing. I looked at the flames which were now pouring out of the duff engine, over the cowling and the trailing edge of the mainplane. Suddenly Tommy appeared at my side. “Hey! There’s a hell of a lot of sparks flying past my turret!” “Yes, we’re on fire, but we’re trying to get it out,” I shouted back at him. Tommy’s eyes opened wide when he saw the blazing engine. “Jesus bloody Christ,” he said, in awe. We were now below 1000 feet. Ralph had opened up the port engine to try to maintain height, but we were turning slowly to starboard the whole time. I thought about the best part of 375 gallons of petrol in the starboard wing-tank, then about the western edge of London and its balloon barrage, somewhere very close to us. We [page break] were in one hell of a mess, I thought, and it began to dawn on me that the situation could well kill us all. I tried not to think too hard about that. Ralph was wrestling with Z-Zebra, trying to keep it on some sort of a course, but it appeared to be useless. “Poop off some reds,” he yelled, “and look out for a flarepath!” I hurried aft. “Put the I.F.F. on Stud 3,” I shouted to Mick, above the howl of the good engine, and nodding glumly, Mick switched to this distress frequency which would show up as a distinctively shaped trace on all ground radar sets. I quickly found some double-red Verey cartridges and got the signal pistol down from its fixture in the roof of the fuselage. I loaded the cartridges and shot them off one at a time. “Can’t do much more now,” I said to myself, and hoped for the sight of a flarepath, a directing searchlight, or anything that would help us. I went forward again. We were still losing height and I realised that we were too low to bale out. But the fire had died down and I sighed with relief at that. The prop windmilled slowly and uselessly. I wished that Z-Zebra had been fitted with propeller feathering devices, but it was useless wishing thoughts like that. I peered intently at the starboard wing; there didn’t seem to be any fire there, thank God, otherwise we would simply blow up in mid-air and that would be that. Now, the immediate problem was how we were going to get back on to the ground in approximately one piece; there wasn’t a flarepath or a beacon to be seen anywhere. I felt completely helpless and at the mercy of a capricious and malignant fate which I could do nothing to influence. It was like being in a paper bag going down a waterfall. Ralph’s face was grim as he struggled to keep straight and to maintain altitude. I heaved a length of wrapped elastic from my parachute stowage and tied the wheel fully over to the left, to take the load off Ralph a little. He nodded his thanks. Another length of elastic; I tied the rudder bar over to the geodetics. That was all I could do. I looked out again. Still no sign of friendly lights and the treetops were looking damned close now. The port engine exhaust stubs were bright red due to the punishment the engine was taking and I knew it was just a matter of minutes before we hit something. I thought, “This is a hell of a shaky do.” Then, ahead, I saw an interruption in the dark skyline and I was puzzled as to what it [page break] could be. I took a glance as [sic] the A.S.I., just under 100 m.p.h., much too near stalling speed for comfort. I hardly dared look at the altimeter, it showed a mere 200 feet now. The curious, dim outlines on the skyline grew slowly larger as we staggered on. That was about it, Z-Zebra was simply staggering along and sinking through the air, almost on the point of stalling, when we would drop like a stone. I was holding the wheel over to port, helping Ralph all I could. Keep height and we lost speed; keep speed and we lost height. That was the quite hopeless situation. The jagged skyline, which was now beginning to fill the windscreen, resolved itself horrifyingly, in the dim moonlight, into buildings. A town, and worst of all, a town with a tall, thick chimney, dead ahead. “Jesus Christ,” I thought, “we’ve bloody well had it now, we’re going to hit that bloody chimney.” 100 feet on the altimeter. Now we were over the town, churning over the roofs at 90 miles an hour. The streets looked so close that I could have put out a hand to touch them. The chimney loomed nearer, the black roofs skated away behind us, apparently just below the floor of the fuselage. I thought of the people in those houses, cringing as they heard the hideous noise just above their heads, praying that the aircraft wouldn’t hit them in a cataclysm of bricks, rubble and blazing petrol. I was sweating as I frantically heaved at the wheel to try to help Ralph. His eyes were staring as though he were hypnotised by the sight of the chimney. With agonising slowness it slid towards us, slightly to starboard now, it seemed, then just beyond the starboard wingtip, a handful of yards away. I shut my eyes for a second, hardly daring to believe that we had missed it. “Thank Christ for that!” I yelled at Ralph. We were over open fields again. Ralph shouted desperately, “I’ll have to put it down soon, get them into crash positions!” I hurried to the front turret, collected Johnnie, who was as pleasant and imperturbable as though he was sitting in an armchair in the Mess. he would have had a grandstand view of the whole thing, up to now. Together, we grabbed Mick and Col. The three of them lay on the floor of the fuselage, hands clasped behind their necks. [page break] I hurried, stumbling, to the rear turret and wrenched open the doors. “Crash landing, any minute now!” I yelled at Tommy. He would sit tight, his was the safest place in the kite in this situation. I almost envied him. I rushed forward again and took a final glance out of the windscreen. We were at treetop level. Then I went back to join Mick, Col and Johnnie. There was not enough room for me to lie down, so I stood sideways on, taking a firm grip on the geodetics, and hoped for the best. Suddenly the port engine was throttled right back. This was it, I thought. A few seconds’ silence, which seemed like a month, then a tremendous impact. A cool smell of newly-torn earth filled the aircraft. I hear, unbelievably, a long burst of machine gun fire and could see red tracer flying ahead of us. I couldn’t think what was going on; surely we weren’t being shot at? The kite bucketed along, everything twisting and grinding, the deceleration fantastic. I could hardly stay upright. The smell of ploughed earth was beautiful, almost intoxicating. I hung on grimly, and after what seemed an age, we finally lurched to a halt. For an instant there was total, blissful silence. “Everyone out, quick!” I shouted. The three of them hurried forward where I could see Ralph’s legs vanishing through the escape hatch above the pilot’s seat. Tommy came staggering from the rear of the fuselage, clutching his forehead. “You O.K.?” I asked him. “Hit me bloody head on some broken sodding geodetics,” he said angrily. “Hurry up and get out in case the bloody kite goes up,” I said urgently, and I pushed him forward, ahead of me. He climbed out of the top hatch via the pilot’s seat; I was hard on his heels. I could hear Johnnie telling someone, in his clear, modulated voice, that he had forgotten to put the safety-catch of his guns on to ‘safe’, the impact of the crash had set them firing. I hoped vaguely that no-one had been hurt. It was years later that I learned that one bullet had gone through a child’s bedroom window as her mother was putting her to bed; the bullet had embedded itself in the mattress without harming the little girl. [page break] I followed Tommy up and out. I was swinging my legs over the edge of the escape hatch, on to the top of Z-Zebra, when I saw a spurt of flame from the port engine. The strain had been too much for it. “Port engine’s on fire!” I shouted to them, “get to hell out of it!” I jumped back inside the cockpit, quickly found the port fire-extinguisher button and jabbed my thumb hard on it, swearing softly under my breath. Then I clambered out again, found the port mainplane under my feet and walked down it on to the field. The aircraft looked like a landed whale, its props bent grotesquely backwards, its back dismally broken, with the rudder towering up at an odd angle, its wings now spread uselessly across the stubble and the broad rut which we had gouged out of the field trailing back towards the hedge, between some tall trees. The crew were grouped together twenty yards away. “Come on, Harry!” someone shouted. A man was running over the field towards us, I could see the steam of his panting breaths in the moonlight as he got nearer and heard him excitedly saying something about ‘the biggest field in the district’. The moon shone palely through the trees which we had missed and the air was sweet as wine. I lit a cigarette and joined the others. “Are you O.K.?” Col asked. I nodded. “Bloody fine landing, Ralph,” I said, “damn good show.” We followed the man over the stubble, towards the broken hedge, then to an Auxiliary Fire Station on the outskirts of St. Albans, where we had come down. . . . . . . . . . . . . “Look,” Tony said confidentially, “you know I’ve got …… as my co-pilot?” “Yes,” I said, wondering what was coming next. “Well, between you and me, I’m really not all that happy with him. Would you like to come into my crew? I can fix it with Abey, if you would.” [page break] When I recovered from my astonishment it didn’t take me long to decide. I shook my head. “No, thanks, Tony, no, really, I wouldn’t want to leave my own crew, you know.” “Oh, well, I can quite understand that. I just thought - . But if you do change your mind, there’s a place for you with me, any time.” I thanked him. I have never forgotten the honour he did me. As I have said, Tony took the wrecking of Z-Zebra quite well, all things being considered. Shortly afterwards, he finished his tour. His crew were posted away, while he himself went on to some hush-hush flying, somewhere on Salisbury Plain, we heard, involving several different types of aircraft. It was something, we guessed, in connection with the development of radar and its applications. He paid us a visit once, in an Anson. “I wanted to come up in a Walrus,” he said, naming a slow, noisy and out-of-date small flying-boat, “and throw out the anchor in front of the Watch Office!” We had a jocular half hour with him in front of the ante-room fire. Tony Payne came back to the Squadron for his second tour of ops. He took a new crew, on their first trip, on the Thousand Bomber raid on Cologne. His was the first aircraft to be shot down that night. He was hit by flak over Ijmuiden, on the Dutch Coast and the aircraft blew up over Badhoevedorp, on the outskirts of Amsterdam, killing him and the whole crew. They are buried together in a beautiful shady spot in Amsterdam East Cemetery, their graves lovingly kept and cared for. I have visited the place where they fell; I have seen the place where they now lie at peace. Most of the aircraft was salvaged recently by some caring Dutch people, and I have a fragment of it on my bookshelf, to remind me of the man that was Tony. Not that I need much reminding. . . . . . . . . . . . . [page break] [inserted] [underlined] Rabbie [/underlined] [/inserted] [page break] [underlined] RABBIE [/underlined] He was the sort of bloke one took to automatically if one was of a fairly quiet disposition, for he himself was quiet almost to the point of being self-effacing. On the ground, that is. But in the air – well, that was another matter. On the evidence that I had, at least, it seemed that another side of his nature took over. In build, he was perhaps an inch or so taller than me, well made, with rather thick, limp, fairish hair, quite piercingly blue eyes and a mobile mouth which always carried the trace of a smile, as though he were laughing inwardly at some secret joke. His manner of speaking was strange until you got used to it; he would start a sentence then lower his eyes almost apologetically, as though he were afraid you were becoming bored with what he was saying. His voice was quite deep, very quiet, and his utterances were staccato, like short bursts of machine-gun fire, punctuated by little nervous laughs, almost sniggers. Now and again he would stammer slightly, and now and again a trace of his native soft Scots accent would ripple the surface of his halting, quietly spoken sentences. It was I who first called him Rabbie, on account of this inflexion of voice, which, when he became animated, would show more prominently. I think he secretly rather liked the name; there weren’t many Scotsmen on the Squadron as far as I knew, and certainly, there weren’t many in ‘B’ Flight. We became friendly, and although on stand-down trips to G.Y., as we invariably called Grimsby, crews usually went as crews, on nights when we stayed in the Mess he and I, more often than not, would gravitate together, along with Eric. Possible because the three of us where a shade quieter types than, say, Tony or Teddy Bairstow. I don’t know how it came about that I flew to Pershore with him – he had done his O.T.U. there, it seemed, and on a stand-down day he got permission from Abey to do a cross-country there. He must have asked me if I would like a ride; anyhow, I went along with him. He had his own co-pilot, Sandy, with him, and his crew. It was then I discovered the other side of Rabbie. I had only been on the Squadron a fortnight and everything was new and a bit strange. [page break] Rabbie and most of the others were comparatively old hands, and whereas I was a strictly-by-the-book pilot, I soon found that there were others who weren’t. Like that day, when I flew with Rabbie. One normally did cross-countries at a sober and sedate height, say between two and six thousand feet. Perhaps for a few minutes, now and again, one might have a crazy fit and beat up a train or something or other, but unauthorised low flying was a Court Martial offence, and all pilots had been repeatedly warned of that fact ever since they started flying at E.F.T.S. We went off in Barred C, Abey’s own aircraft, and once we’d cleared the circuit, quite simply, it was a hundred feet maximum all the way. To begin with, I was shaken rigid, I’d never known anything quite like it; such sustained, hair-raising excitement, spiced with the occasional bad fright. Trees, villages, hills, hedges, they all streamed by; very little was said among the crew. When I’d collected my scattered wits and realised that this was second nature to all of them, I began to enjoy it a little more. We landed at Pershore, Rabbie said hello to one or two old friends, we lunched, took off again and came back at the same height, all the way. I was getting used to it by this time, but I still swallowed hard once or twice. When we had landed and taxied in I came down the ladder after most of them. Rabbie and the crew were doing what we usually did then, taking off helmets, sorting out the navigation stuff, looking for some transport back to the Flights. As we lit cigarettes, and with his little secret smile, Rabbie said to me, “Enjoy it?” “Rabbie,” I said to him, “excuse me for asking, but do you always do your cross-countries at nought feet?” He gave his little sniggering laugh and looked down. “Well, no,” he said softly, “but you have to let your hair down now and again.” Some of it must have rubbed off on Sandy, too, except that he gave himself a bad fright. It really could have been quite a shaky do. Several of us were in ‘B’ Flight office one afternoon, doing nothing in particular. We had a couple of kites on, that night, [page break] but most of us had been stood down too late to go into G.Y. The phone rang and Abey answered it, his face, as usual, giving nothing away. He looked across at the blackboard as he listened and our eyes followed his, wondering. “That’s right, E-Edward,” he said, and rang off. The board said, ‘E’ – Sgt. Sanders – Local flying – airborne 1420.’ “We’d better go and see this,” Abey said calmly, straightening a few things on his desk, “Sandy may be in a bit of bother, it appears that he’s hit something south of here. He’s coming in now.” We piled into the Flight van and hared out to dispersal. Just then, we saw ‘E’ land, quite a reasonable one, too. We breathed again. Then, as we waited, he taxied in and we could see that where the port half of his windscreen had been there was just a jagged hole. The air-intake on his port engine looked peculiar, too, it was half bunged up with something greyish. Sandy stopped in his dispersal and cut the engines. The ladder came down and he climbed down it a bit tentatively, looking decidedly sheepish when he saw the reception committee. He and Abey talked rather quietly together while the crew climbed down and stood around, fiddling with their ‘chutes and navigation stuff, surreptitiously brushing what looked very like feathers from off themselves and trying to look unconcerned. Someone who had overheard the conversation muttered, “Been low-flying over the Wash and hit a bunch of seagulls.” We grinned at [sic] bit at that, once we knew they were all O.K. Abey’s poker face said nothing as he turned away from Sandy. Then someone nearby said, “Hey, Sandy, what’s wrong with your face?” and when we looked closely we could see a piece of pink seagull flesh sticking to his cheek. Sandy put a hand up to his face, then had a look at what he had collected. Slowly, his eyes rolled up, his knees buckled and he fell at our feet in a dead faint. Abey, good type that he was, hushed it all up. Not long afterwards, a handful of our kites went as part of a smallish force to attack one of the north German ports. It might have been Emden. Rabbie was on it; I wasn’t. Next morning, after breakfast, Teddy put his head around the door of the ante-room, his eyes starting out of his thin, pale face. [page break] “Hey!” he exclaimed, “You want to have a look at Rabbie’s kite, he’s had a right shaky do!” He tore off out, to tell someone else. Quickly, we made our way up to the Flights. ‘E’ was parked right outside ‘B’ Flight hangar, and most of the starboard mainplane out board of the engine just wasn’t there. The wing finished in a ragged, twisted jumble of geodetics. Obviously, they had had a very narrow escape indeed from a burst of flak. I climbed aboard. The wheel was tied over to port with a chunk of rope. I found Rabbie, poking idly about at this and that. “Dodging the photographic bod,” he said with an apologetic grin. There was one of the photographic section erks outside now, fussing about with a camera, taking pictures of ‘E’. Rabbie looked paler than usual, thoughtful. “How the hell did you manage to get it back like this?” I asked. “Oh,” he said, with his nervous little snigger, “it wasn’t too b-bad, Sandy and I tied the wheel over a bit,” and nodded towards it. The photo erk had gone and the sightseers had thinned out to two or three. I climbed out, chatting to Rabbie, but as we talked, I could see something different. There was something in his eyes that I’d never seen there before, a distant, almost other-worldly expression. When I left the Squadron I lost touch with everyone, including, at times, myself. It was a long time afterwards, and I was talking to Eric on the telephone. We had reached the “Do you remember” and “What happened to” stage. “By the way,” I asked him, “what ever happened to Rabbie?” “Rabbie?” Eric replied, “Oh, I’m afraid he was shot down, you know.” It had happened near the Dutch town of Beverwijk. Rabbie had finished up as a P.o.W with Eric and Abey, then had been repatriated on account of injuries to his hands, Eric said. Some of his crew had been killed. In June 1989 a Dutch air-war historian took me to a beautifully-kept cemetery in the small town of Bergen, near Alkmaar, to visit the graves of a contemporary crew of ‘B’ Flight whom I had known. [page break] As I was turning to leave, my eye, quite by chance, noticed another name on a nearby tombstone, one which I immediately recognised, that of our Commanding Officer, who had gone missing while I was with the Squadron. Very near to him and to the others was yet another familiar name, that of Sandy. Each name of all the aircrew, some 200 of them, who are buried there, is inscribed upon the bells of the local church, just across the way. One of the bells is perpetually silent, representing those who could not be identified. And one bell bears the inscription – “I sound for those who fell for freedom.” . . . . . . . . . . . . [page break] [inserted] [underlined] Letter home [/underlined] [/inserted] [page break] [underlined] LETTER HOME [/underlined] I wonder how many premonitions the average person has during his or her lifetime. It’s not the sort of topic which crops up very much in normal conversation, so I don’t think it can happen all that often. But when it does, and you believe you are being given a glimpse of the future, it can be quite weird and rather frightening. So far, I can recall three instances personally. One was at a very long interval of time, one was just the opposite, while the third - . That is what the letter home was about. A week or two ago I was watching a debate from the House of Commons on television. There was a fairly sparse attendance, the subject became rather mundane and my attention, frankly, was beginning to wander. I looked along the green leather seats where the numerous absentees would normally have sat. Surely, I thought, surely seats like those had played some part in my life at some time? Then I had it – they were the colour of the wooden-framed armchairs in the anteroom of the Mess at Binbrook. And I was immediately reminded of the first, and very strong, premonition I had had there, and was coping with, as I sat in one of those chairs, almost alone in the quiet room on that winter’s night, waiting to take off on a raid over Germany – and not expecting to come back. Looking into my logbook now, I can narrow it down to one of four dates, but the actual date is of no importance. The premonition I had, though, was important, very important to me, very gradual, but extremely strong. Abey, our Flight Commander in ‘B’ Flight was, in every sense of the word, a gentleman. He was then in charge of eight or ten crews of six men each which comprised ‘B’ Flight, and he had, among many other things, the responsibility of selecting crews under his command for any operations on any particular night, or day. Fortunately, the latter were scarce enough. Sometimes the choice was simple, if a maximum effort was called for by Command or Group, he simple sent everyone whose aircraft was serviceable. But sometimes [page break] he had to choose, and no-one envied him that, nor ever queried his choice. Querying things like that is something that happens in films, usually bad ones. If a “fresher” target was specified for the night’s operations then novice crews, who had done up to four of five ops were selected to go. If he had any choice at all, any crew due for leave went on leave, that same morning. He did his job well and fairly; he was a very considerate man. On the day of which I write, our crew had done three trips, one of which had had an abrupt and near-catastrophic ending. A “fresher” was called for that night, so we were “on”, in S for Sugar. I have been wondering, recounting this, trying to remember what my reactions were during the time of an op, from the first knowledge that I was going, that night, to some unknown target, whose location and identity would not be known until briefing that afternoon, until the moment after one’s return, sitting down thankfully, tired and strained, into a chair, with a mug of coffee and rum in one hand and a cigarette in the other, for interrogation after the trip. When we would look around the room to see who was seated at the other tables with the Intelligence Officers, recounting their stories of the night’s experiences. However, although I readily confess that not a single trip went by when I was not to some extent frightened, quite often very frightened indeed, my first reaction on being told that I was among those who were on that night’s operations was one of intense excitement, of being immediately strung up to a very high pitch, reactions accelerated beyond their normal speed, like those of a sprinter on his starting blocks, alert for the sound of the pistol which will launch him on his rapid way. We did our night flying test in S for Sugar as soon as we knew we were operating that night. It was winter, but not too bad a winter until then. This particular morning was cold and cloudy with a breeze from the south-west, the odd spot of rain in the wind, a typical winter’s morning in Lincolnshire, in fact. We flew around for a while to test that everything in the aircraft was working properly, except for the bomb-release mechanism and the guns. We weren’t bombed up yet, of course, and we would test the guns over the sea once we were on our way that night. I was still quite strung up with excitement [page break] and anticipation. None of us thought or said very much about the target, it was bound to be one of the French Channel ports, the docks, or course, and they were reckoned to be a piece of cake – straight in from the sea, open the bomb doors, press the tit and then home, James. Briefing was at 1430 hours. By that time the weather wasn’t so good. The cloudbase was down, the wind was getting up and it was colder. At briefing there was ourselves and a handful of others. The target wasn’t one of the Channel ports, it was Wilhelmshaven, on the north German coast, not what we had expected, and quite a tough target. Weather prospects were moderate to fairly poor, with a front coming across which we would have to contend with, a risk of icing. It didn’t sound all that funny. But there it was. The excitement of the morning had worn off and I was beginning to feel a bit deflated when I went back to the Mess after briefing. There was nothing to be done until teatime, and takeoff was fairly late, to catch the late moon. About five hours to kill. As I thought about it like that I realised that the expression could be taken more than one way, and I didn’t like one way very much. I went back to my room with the sense of deflation sliding quickly downwards towards a feeling of depressive foreboding. It was not as though the target was the toughest one in the book, tough enough by any standards, but no long stretch of enemy territory to be crossed there and back. Not exactly, as we had thought, the reasonably easy one we had expected, but not as bad as it might have been. Or so I tried to tell myself. The foreboding grew inside me the longer I sat in my room. I was alone; Frank Coles, my room-mate, was Squadron Signals Leader and usually had things to do even when the rest of us were free. Out of the window I could see that the weather was steadily worsening, which added to my unease. I sat there, smoking, and trying to read. It was useless. I became more and more certain that this trip was the one I wasn’t coming back from, that we were going to be shot down. Once I had arrived at that realisation I found I was almost able to visualise it happening; I had already seen it happen to others nearby. But tonight it was going to happen to us, and that would be the end of me. [page break] There was nothing I could do about it; I had to go through with it, it had to be faced. The only practical thing I should now see to was to write a letter home, to my parents. The trouble was that I had very little idea what I wanted to say to them. For several reasons, I felt they hadn’t had the time to get to know very much about me, as an individual. But still, I felt I owed them this letter. So I wrote to them. It was a very short letter, I remember, but its exact contents I cannot recall. I know I started in the conventional way – “by the time you read this you will know I have been reported missing,” and so on, and I know that after I had addressed the envelope I added, “To be forwarded only in the event of my failing to return from an operation.” By the time I had stewed over this wretched little piece of writing it was teatime. There was still no sign of Frank. I was glad of some company in the Mess, although there weren’t all that many in, with only the freshers operating. So I had tea. It was usually a high tea if there were ops on. On this evening, as on many others, there were kippers, toast and tea. Surprisingly, I found I was very hungry. I think I was determined to enjoy what was going to be my last meal. So I savoured every morsel. As dusk fell I stretched myself out in front of the roaring fire in an armchair in the anteroom to await the time to go up to the Flights to get dressed for the trip. The armchair had wooden arms and sides with a green leather padded seat and back. Every time the tannoy went with some commonplace announcement that someone was wanted at his Flight or Section I would jump a little and stiffen when the W.A.A.F. said, “Attention, please, attention, please,” and then slump down again when I heard that it wasn’t ops being scrubbed. There weren’t many people in the anteroom, and as the fireplace was at one end and I was very close to it, I couldn’t really see who was in the room with me. I was concentrating on absorbing, I think, every scrap of physical comfort I could from the heat of the fire, in what I now firmly believed to be the last few dwindling hours of my life. I could hear sleet or snow spitting as it dropped down the chimney on to the fire. [page break] I was seeing all sorts of strange pictures in the glowing coals. What they were I didn’t know, faces mostly, it seemed, but whose, I couldn’t distinguish. I started as one of the Mess waiters drew the big curtains across the blacked-out windows. Seeing me in battledress and roll-necked sweater and knowing that I was “on”, he gave me a half-smile as he piled some more coal on to the fire. The heat on my legs died as he did so. “Is it still sleeting?” I asked him. “Yes, sir,” he answered quietly, “still sleeting.” Tactfully, he didn’t add “It’s a rotten night to be on ops,” or anything like that, but I knew that was what he was thinking. I nodded. He walked quietly away about his business and we left it at that. The wind was starting to get up quite a lot now. I could hear the slap of the sleet hitting the window like a wet cloth in the gusts. Surely they would scrub it? In an hour or so we were due to take off for Wilhelmshaven. I wondered what the weather was like over there, whether they were thinking that it was such a bad night that they were safe from R.A.F. raids. Then I thought about the letter. Was I being stupid? Was this all a lot of childish, hysterical nonsense, over-dramatising oneself? I still thought not; I was still convinced in my own mind. Why did one write such things? I mused. It made no difference, really, to the outcome, someone would die, someone would be bereaved, that was all there was to it. I wondered how many people I knew actually wrote them, too. I suppose one reason for writing a last letter was to say a final goodbye to someone who was dear to one, but I think also it was to prove to oneself that one was ready and spiritually prepared to leave this life, to give up all those things regarded hitherto as important and to enter a new existence, to meet again one’s friends who were already there, like going from one room of a house to another via the dark passage which we call death. There was a Sergeant pilot in ‘B’ Flight, whom I knew quite well, Norman Spray. He left a letter for his mother. He went missing on a raid the following spring and his words of parting from his mother were so memorable that they found their way on to the page of a national newspaper which I happened to read. I am sure he was an exceptional person to have written in the way he did. [page break] The minutes ticked slowly by. Hypnotised by the heat from the fire and, I suppose, subconsciously withdrawing from what I believed were my final hours, I think I must have dozed for a few minutes. The tannoy announcement jerked me back to complete wakefulness. The W.A.A.F. said, “All night flying is cancelled, repeat, all night flying is cancelled.” I immediately started to shiver uncontrollably, despite the fire’s heat. I moved my body around in the chair to try to stop the shakes, to try to hide them in case someone should see. I fidgeted around, stretched, blew my nose, then looked around the ante-room to see whether anyone was watching me. There were one or two ground staff Officers, and Teddy, Eric and Doug, the first two talking quietly over their beer, Doug reading a book, absently stroking his luxuriant ginger moustache with the back of his hand, an unconscious gesture which we all knew well. Outside, the wind moaned, the sleet was still tapping on the window, as though someone were asking quietly to be let in, perhaps like the messenger of Death itself. For not long afterwards, He would claim two of those three. I took something of a grip on myself and pressed the bell at the side of the fireplace. When the steward came I ordered a beer. I could hardly believe this was happening. He was the man who had drawn the curtains earlier. He took my order, then hesitated and said, not looking directly at me, “You’ll not be sorry, sir, about the scrub, not on a night like this?” “No, I’m not,” I said, “not on a night like this.” The shakes had just about stopped by then. I went across to Eric and had a chat and another beer. Neither of us said much about the scrub, he hadn’t been on, anyhow, being in Abey’s crew. I certainly didn’t complain about it. Eventually I went up to my room and furtively tore up the letter into small pieces. I don’t think Frank noticed anything, if he guessed what I was doing he was too tactful to mention it. Then I undressed and got into bed. I was probably going to live for another twenty-four hours. . . . . . . . . . . . . [page break] [inserted] [underlined] Low-level [/underlined] [/inserted] [page break] [underlined] LOW-LEVEL [/underlined] By the third day, those of us who were in the know were getting a little twitchy. When you are briefed no less than three days in a row for the same target, when you are told it is to be a low-level night attack, when you learn that the whole thing is so hush-hush that only pilots and Observers are to know what the target is until after you are airborne, you only need one scrub to make you jump a bit at loud noises. After the second briefing, when there was another scrub, and the following day, when there was a third identical briefing, you could have almost cut slices of the tension out of the air with a knife. To begin with, nothing in that city had ever been bombed before. When we knew where it was to be, we looked at each other with eyebrows raised. For very good reasons, we had to go in low and make one hundred per cent certain that we were going to hit the target when the Observer pressed the bomb-release. If we were not certain, then, ‘dummy run’ and round again. No trouble in that, we were told, there were no defences worth speaking of, only a couple of light flak guns at the airport some distance away. Just avoid that, and we shouldn’t have any bother. So we were told at the briefings, all three of them. Did we believe it could possibly be true? We made ourselves believe it, I think, but it took some doing. Weren’t we used to the Channel Ports, to Kiel, to Essen and the Ruhr, where, in all conscience it was deadly enough at twenty thousand feet at night, let alone at – what was to be our bombing height? – two thousand five hundred feet, straight and level down a corridor of flares? We would have liked to believe it, certainly. It sounded so – different, so well organised. 235 aircraft, which to us was one hell of a lot, including some Manchesters and four-engined Stirlings and Halifaxes. The first wave was going to drop flares, and keep dropping them so that the whole place would be well lit up, and once [page break] they'd done that and let go some incendiaries and cookies to start the ball rolling, then the second wave, which was us, would come in and stoke the place up with high explosive, as low as the safety height, 1,000 feet per 1,000 pounds of the heaviest bomb, permitted. If there hadn’t been some Manchesters carrying 2,000 pounders, in our wave, we would have been down around 1,000 feet, I suppose. What was going through the minds of Mick, our wireless op. in S-Sugar, and Johnnie and Bill, the gunners, being completely in the dark as to what it was all about, I could only guess. But they accepted the situation stoically, and never asked one question. Except when we were clambering out of the transport at dispersal, really on our way, on the third evening, then Mick, who was a married man, said quietly to Cookie, “Is this a suicide effort, skip?” I believe he was recalling those two posthumous V.C.s our Squadron had won less then [sic] two years before, when we had lost five out of five Fairey Battles trying to stop the German advance through the Low Countries. Anyhow, Cookie shook his head. “No, Mick, it’s not a suicide effort, at least not if I can help it!” I’m afraid I couldn’t resist mischievously chipping in then, just as we were sorting ourselves out in the dusk of that early March evening under the shadow of S-Sugar’s nose in the quietness of our dispersal. “You won’t be needing your oxygen mask, though,” I said. Mick’s eyes widened. It was a bit cruel of me. “You’re kidding, Harry, aren’t you?” “No, pukka gen,” I laughed. “Oh, bloody hell,” Mick said, his Brummy accent very pronounced. Col, our Aussie Observer, came to the rescue. “Don’t let it worry yer, Mick,” he said, “it’s going to be a piece of cake. Or so they say, anyhow.” I was hoping this didn’t fall into the category of famous last words, as we climbed aboard. I found I was yawning quite a lot, while a muscle in my back was trying to do something all on its own. We took up our positions in the kite. As co-pilot, mine was in the Wimpy’s astrodome until Cookie wanted me to fly it, or needed [page break] a hand with something up front. I checked the intercom point, saw we had a flare handy in case we had to do a bit of target-finding ourselves, and I groaned inwardly when I saw the stack of nickels, as our propaganda leaflets were known, which I was going to have to shove out over northern France. I took one out of the nearest bundle and saw a cartoon of a depraved and vicious-looking S.S. man, headed, ‘Personalité de l’ordre nouveau.’ I hoped I didn’t meet him later that night in some French gaol. Faintly through my helmet I heard someone shout “Contact port!” and the engine shuddered into life with a roar, bluish flames spitting out of the exhausts. Then that tune, which remained obsessively with me throughout that night, and which, ever since, has evoked such vivid memories of it, started going through my head – ‘The last time I saw Paris’. Now we were rumbling around the perimeter track. The black shapes of the hangars, topped by their red obstruction lights, came and went. A little group of four or five W.A.A.F.s near the end of the runway waved to us as we passed them. A dazzling green light flashed three dots, our aircraft letter, at us, Cookie opened the throttles and the tail lifted. Then we were charging down the runway, the Drem lighting whipping past the wingtips as the Merlins’ roar rose to a howl at full throttle. When we had turned on to the course for Reading, our first pinpoint, Cookie checked that everyone was O.K. Then he said, calmly over the intercom, “Now I can tell you where we’re going. It’s the Renault factory in Paris and it’s a low-level do, two to three thousand feet, and there’ll be bags of flares so we can bomb spot on.” There was stunned silence, then Johnnie said coolly, “Paris? That sounds like fun.” The tension was released and we all laughed immoderately. Cookie told them about the lack of defences, how the crossing-in point had been carefully chosen at the mouth of the Somme, near Abbeville, and how we had to be very sure not to drop anything outside the target area, in case of casualties to the French population. “I’ve always wanted to see the Eiffel Tower,” Mick said. From the rear turret Bill, our Canadian gunner, drawled, “Don’t worry, at our height you’ll be able to count the bloody rivets!” [page break] The evening was clear as our home beacon slowly fell away behind us. It seemed strange to be cruising easily along at about five thousand feet; usually we climbed steadily all the way to whichever target we were bound for. There wasn’t much talk over the intercom, I think the boys were busy digesting the news about the target – and the bombing height. Then the moon came up, huge, brilliant and impersonal, a beautiful sight, away to port. Reading was, as always, easy to find, the railway station was like a dimly-lit flarepath, but it gave us a good pinpoint, however much it might have helped the Luftwaffe. We crossed the south coast dead on track and E.T.A. and headed out over the Channel. Cookie switched off the navigation lights. Shortly afterwards, Mick reported that he had switched off the I.F.F. We were on our own now. In only a few minutes it seemed, Johnnie said, “Enemy coast ahead, skipper.” I peered forward from the astrodome. The pewter colour of the Channel showed a faint line of dirty white a few miles ahead of us. A few degrees to starboard some light flak was going up, and I reported it for Col to log. “Probably Le Tréport”, I said, “they always put on a firework display for us.” Johnnie said, “I can see a big estuary dead ahead.” “O.K., Johnnie,” Col replied, “let’s know when we cross the coast. Next course one seven two magnetic, skip.” Then Johnnie said calmly, “Anyone see an exhaust almost dead ahead, same height?” I hurried forward to stand beside Cookie, and we both saw it at once, a point of orange light, straight ahead of us, and nastily at our own height. “We’ll keep an eye on him,” Cookie said, “I don’t want to be formating [sic] on a goddam 109.” “Nickels due out in five minutes, Harry,” Col told me. “O.K., Col, thanks,” I went aft again, to the flare chute. I heard Cookie say, “That fighter’s still going our way, we must be bloody close to him. I’m going to alter course a bit to try to lose him, then fly parallel to our proper track. Turning ten degrees starboard now, Col.” [page break] In the darkness of the fuselage I unlocked and extended the flare chute and started pushing the bundles of leaflets out. Once free of the aircraft the slipstream would release each bundle from its elastic band and spread them all over the countryside below. In a little while I heard Cookie say, “That bloody fighter’s still there, damn him to hell.” Johnnie said, “We’re catching him up a bit, too, skipper.” “That’s bloody impossible,” Cookie exclaimed angrily. He sounded rather exasperated. I finished the nickelling, stuffed a couple into my pockets for souvenirs, brought the flare chute in and went forward again, past Mick, who gave me a thumbs-up, and Col. Johnnie had been quite right, that glowing point of red light was definitely larger now. The countryside under the rising moon was a leaden blur, now and again shot with a vein of silver as the moonlight reflected off a river. “How long to the target, Col?” Cookie asked. “E.T.A. eighteen minutes.” The light was really getting quite a bit bigger now and we were still heading straight towards it. Suddenly, it all became clear to me. “Hey, Cookie!” I exclaimed, “that’s no fighter exhaust, it’s the bloody target!” There was a moment’s silence, then, “Jesus!” Cookie said in awe, “You could be right, Harry, you could just be right, at that. Check our course, Col, one seven two magnetic, wasn’t it?” “Yeah, that’s it skip, one seven two.” Now we could see it. It was a fire on the ground, like a huge, glowing ember alone in the darkness. I went back to the astrodome. A pinpoint of white light hung above the glow, like a star, then a second, a third, a fourth. The flares were going down, dropped by the markers, for us. Cookie called out, “O.K., fellers, this looks like it, but we want to be good and sure where we bomb.” As we flew towards the blaze Johnnie said, “I can see the Seine, the fire’s right on it.” Col said, “Part of the works is on a sort of banana-shaped island [page break] in the river, we’ve got to fly slap over it.” We could see almost a dozen flares now, brilliant, whitish-yellow, and trailing rope-like white smoke as they slowly sank towards the ground, suspended from their parachutes. I could dimly see buildings below us. Cookie was turning S-Sugar gently to come in from the south-west; all the action was now on our port beam, then on our port bow. Suddenly, away to starboard, two light flak guns pumped a few rounds of coloured tracer upwards, but there could have been no aircraft anywhere near them. “Light flak away to starboard, skip,” I said, “only a few rounds, I think they’ve gone down to the stores to get some more ammo.” “Just keep an eye on it, Harry.” I was humming the words of that song to myself, “The last time I saw Paris, I saw her in the Spring….” We were heading straight in now, flares on either side of our nose. The ground was almost invisible against the glare ahead from the fire and the lines of flares hanging in the sky. Col said, “Coming forward, skip.” A few more rounds of tracer hosed up, away to starboard, but I didn’t even bother to report it. The lack of opposition near at hand was quite uncanny; we certainly weren’t used to this sort of thing. I was searching the sky for fighters, tracer, heavy flak-bursts, but there was nothing. Just the flares, dozens of them now. We were right among them, flying straight and level down a well-lit avenue. I saw a dim shape loom up, dead ahead, growing rapidly and menacingly larger every second. “Turn port, skip, quick!” I shouted. Cookie yanked her nose round. A Hampden, bomb-doors open, hurtled past us on a reciprocal course, obviously completely disobeying briefing instructions as to the direction of the bombing run. He was almost close enough to read his identification letters. “The stupid bastard,” said Cookie, “what the hell’s he doing?” “Bomb doors open, skip,” Col said tightly. “Bomb doors open, Col!” [page break] The inferno had vanished under our nose. There was a long silence while Col directed our track up to the target. I peered down, but I could only see a jumble of city buildings; I was trying to find the Arc de Triomphe. “I’ve got that island coming up,” Col said, his excitement showing in his voice, “left, left, steady, right a bit, steady, steady – bombs gone!” I felt the rumbling jolt as we dropped our load on the Renault factory. “Bomb doors closed,” Cookie called. “Oh, bloody marvellous!” Bill almost shouted from the rear turret, “spot on, Col, you got the first one bang on the island and the rest of the stick went right across the factory, I saw them bursting!” Some distance ahead there was a sudden flash from the ground, a yellowish fire which turned redder and spread out, in a bend of the Seine. “Some poor sod’s bought it, about one o’clock, five miles,” I said. “Yeah,” said Cookie, I can see it. Don’t know what the hell he was doing up there.” I looked back at the target, now a sea of flame beneath the brilliance of the unearthly light of the flares and the moon. A sudden eruption of flame shot up from the factory as I watched. “Christ! Did you see that?” Bill called, “someone’s hit a goddam petrol tank or something.” We learned later that one of our Flight Commanders, Squadron Leader Jackson, had scored a direct hit on a large gas holder; it was that we had seen. But the other fire, the burning kite on the ground in the bend of the river, drew our eyes to it as I took over the controls from Cookie. “Poor sods,” Johnnie said quietly, “I hope they got out of it.” We droned on over northern France, heading for Abbeville and home. But the excitements of the evening were not over yet. Half way to the French coast Johnnie reported a light flashing from the ground, to starboard of our track. I looked across between the nose and the mainplane and saw it, a square of yellow light, bravely flashing [page break] di-di-di-dah, “V for Victory”. Col came up to look. “Good on yer, mate,” he said laconically. Those people down there in Beauvais were risking their lives by signalling to us their appreciation and encouragement, and I felt a strong bond had been forged between them, whoever they were, and us, in S-Sugar. We flew on towards the mouth of the Somme. Bill said he could still see the target burning, many miles behind us now, and we were riding on the crest of a wave at the obvious success of the attack. We’d never known anything like it before and we hoped we would know many like it again. And as the Renault factory burned in Paris and the V’s flashed out from Beauvais I became aware that perhaps, after many disappointments, we were now beginning to win. There was much elation as we flew homewards in “S”. We were a cheerful and buoyant crew, that night of all nights. I never dreamed that five short weeks hence I alone, of the six of us in the crew, would be the only one left alive. . . . . . . . . . . . . [page break] [inserted] [underlined] A boxful of broken china [/underlined] [/inserted] [page break] [underlined] A BOXFUL OF BROKEN CHINA [/underlined] It had happened to Abey’s crew already (although I was not to know this until some years later), and no doubt it had happened to others whom I had known. It was a common enough occurrence in those days, when we had simply to rely upon dead reckoning navigation with a bit of astro thrown in – there was nothing else to rely on, then – that at one time or another you would stray off track, fly unwittingly over a defended area, and get thoroughly well shot at. I use the words ‘thoroughly well’ advisedly, in the full knowledge that I shall be treading on many corns when I say that the German flak and searchlights left our own standing at the post when it came to accuracy and effectiveness. On several nights while at Binbrook, after our own air-raid sirens had sounded, we would troop out of the Mess to watch the progress of a raid on Hull and, so to speak, compare notes on the Luftwaffe’s reception with what we received, over Germany. We were all left in no doubt as to which target we would have chosen to be over, and would retire to the anteroom when the all-clear sounded, shaking our heads sadly and making rueful and derisive comments concerning the lack of effectiveness of our ack-ack gunners and searchlight crews compared to their German counterparts. There were well-known hot spots over the other side, places whose names sent a slight chill up one’s spine when they were mentioned. Places such as Essen, or anywhere in the Ruhr, if it came to that, Hamburg, Heligoland, Sylt or Kiel. The list was a long one and the toll taken by those guns of unwitting tresspassers [sic] over their territory was heavy. But no such reputation attached itself to a town called Lübeck, which we, among 2345 aircraft, were to attack one night late in March 1942. “Lübeck?” we whispered to one another at briefing that day, “Lübeck? Never heard of it.” We had it pointed out to us by our Intelligence Officer at the briefing, a bit beyond Kiel, a bit beyond Hamburg and between the two, almost on the Baltic coast. The defences, we were told, were [page break] believed to be negligible. Oh, yes? Well, we’d heard that about the Renault factory in Paris and that turned out to be true, so why shouldn’t this one be the same? Our confidence was very high after that Renault attack and this one was beginning to sound quite good. It was going to be largely a fire-raising raid. There were a lot of wooden buildings in the town, apparently. This really was beginning to sound very interesting, the chance to do to a German city what they had done on fifty-odd nights in succession to London. However, we were to carry an all-high explosive load in S for Sugar. We were warned, of course, of the proximity to our route of the defences, which we all knew about, of Kiel and Hamburg, but no-one really needed telling about those. We had experienced the Kiel defences twice before recently, once when 64 of us Wellingtons of 1 Group had put the battle-cruiser Gneisenau out of action for the rest of the war. I often wonder which of us it was that hit it, for I remember seeing some quite big explosions that night. So, as far as the trip to Lübeck was concerned our crew, at least, were in a fairly happy mood. Looking back, I am sure that on that night, while not one of the six of us would have admitted it for fear of tempting whatever fates might be looking down upon us, we were each secretly thinking that this trip, this particular, and possibly only trip we would do, was going to go some way towards approaching the proverbial ‘piece of cake’. One could describe a trip in those terms while drinking, in a post-operational flood of euphoria, one’s mug of rum-laced coffee, waiting for interrogation, bacon and egg, and then bed, but no-one ever had the temerity to voice those words about any target before take-off. Not at any price. Fate was not there to be tempted in such a careless and impertinent manner. The buoyant mood of the crew of S for Sugar was not in any way diminished when we gathered in B Flight hangar, all kitted up and ready – almost eager – to go. Mick, Johnnie and Col were standing near the crewroom door, looking amused about something, and with a fairly large cardboard carton half-hidden by their flying-booted legs. They had obviously said something to Cookie, now commissioned and doing his first op. as a P/O, for he was showing a lot of very white teeth in his amusement. [page break] “What’s going on?” I asked, puzzled. Such levity was very unusual before an op., we were invariably rather silent and very tense. Mick nodded towards the box. “Present for the Jerries, from the Sergeants’ Mess,” he said in his Brummy accent, a broad grin splitting his face. “What the hell have you got there?” I asked. “Boxful of broken china,” Col said, “we’re going to chuck it out over the target. It’s all got the R.A.F. crest on, too.” “Christ, you’re a mad lot of so-and-so’s,” I said through my laughter. Had I known it, I wasn’t going to laugh again for some time after that. Recalling it now, although I cannot obviously tell where or how the navigation went wrong, it must have done so, somewhere along the line. Perhaps the reason was simply plain fatigue which led to our being off track and flying into trouble. Fatigue which, even as young, fit men, was inevitable when one realises that while the Lübeck raid took place on 28th March, this was our third operation in four nights. It almost alarms me now, to think of it as I write. We had taken off late on the evening of the 25th, the target being Essen, never any picnic. We had bombed what we believed to be Essen, but we had seen, remarked upon among ourselves at the time, and reported at our interrogation, that many aircraft seemed to be bombing much too far west, at Duisburg, we believed. But there were those among the Squadron aircrews who laughingly insisted that we had bombed too far east, perhaps Bochum, or even Dortmund. We still didn’t think so; we believed we had been in the right place and that the main force of the attack had hit Duisburg. Apparently ‘Butch’ Harris thought so too, for after a few hours’ sleep we were awakened, fully awakened, with the news that ops were on again that night, the 26th. At briefing we learned the target. Essen again, time on target before midnight. It was a sticky trip, and we lost two of our crews, making three lost in the two nights. I have often wondered how many ex-aircrew are alive today who can say, “I was twice over Essen within twenty-four hours, and live to tell the tale.” So, after the double attack on Essen, twenty-four hours’ rest [page break] and we were off to Lübeck, the piece-of-cake target compared to Essen, the wooden town which would burn like Hell itself. Provided we got there to see it, which, in the event, we didn’t. It seemed that no sooner had we crossed the enemy coast, somewhere in Schleswig-Holstein, that a huge, bluish searchlight suddenly snapped on, and pinned us as surely as a dart hitting the bullseye. And not only one, but about a dozen followed. Then the flak started. Cookie was flying S for Sugar, I was in the astrodome. What use I was I don’t really know, except to try to see if there were any fighters about to attack us. Which was ridiculous, with all the flak they were throwing up at us. In any case, I couldn’t see a thing for the dazzling and horrifying glare of all those lights. Cookie threw the Wellington about as though it were a Spitfire. The sensation was like that of being on a high-speed roller-coaster which had gone mad. And all the time, the intense, bluish flood of light which lit up the interior of the fuselage like day and the thumping of the flak-bursts around us. We had the sky all to ourselves, and, it seemed, all the defences of northern Germany were telling us that this time we weren’t going to make it back home. I was hanging on to whatever I could to stay standing upright in the astrodome, striving to see beyond the lights, to see whether there was a gap anywhere which Cookie could aim for. One second I would be pressed down on to the floor as he pulled out of a steep dive, the next, I would be hanging in mid-air, fighting against the negative ‘g’ and clutching wildly at the geodetics as he topped a climbing turn then put S for Sugar into another screaming dive. We carried one flare, heavy and cylindrical, four of five feet long. This suddenly left its stowage with the violent manoeuvres and hit me flush in the chest, almost knocking me to the floor. I managed to grab it before it damaged the aircraft and somehow secured it again. I was, of course, frightened, but not uncontrollably so. As the shellbursts thudded around us my fear was climbing steadily, like the mercury in a thermometer on a hot day. I felt I was useless in the astrodome and longed to be doing something active. Quickly I unplugged my intercom and oxygen and clawed my way forward, to see if I could do anything to help Cookie, perhaps to take over [page break] if he was hit. Col was sitting with both hands clutching at the navigation table, looking rather sick and staring straight ahead of him, while Mick was fiddling with his radio, doing goodness knows what, I thought. I reached the cockpit, where Cookie was wrestling with the controls, his face shiny with sweat, his jaw tightly clamped. He glanced down at me as I plugged in my intercom. Dive, turn, climb, turn, dive – we were corkscrewing all over the sky, losing height all the time. Then Cookie snapped on his intercom switch. “Col, get rid of the bloody bombs.” Col came forward, his face looking ashen in the awesome light. A few seconds later I felt the bombs go with a thud. I thought, “I hope they kill somebody, destroy something down there, after what they’re doing to us.” My fear had now risen to such a pitch it amounted almost to ecstasy. “Get your chutes on everybody,” Cookie half-shouted over the intercom, “stand by to bale out.” I obeyed, gladly, and wrenched open the escape hatch near to where I was standing. As I did so, a hole appeared in the aircraft’s fabric skin at my side and I wondered how much damage we had taken. It seemed it was merely a question of a second or two before we were hit and blown to pieces or set on fire, before I and the rest of the lads were torn apart by an exploding shell. They could not go on missing us for ever. I was impatient for the order to bale out; I felt I had had enough of this experience. At the same time I felt a deep sadness that I might be going to die without having led a complete life, a life in which I had not experienced many things. I had never known the love of a woman; I had never even had a steady girl friend. Through the open escape hatch I could see the earth, a huge forest, stretching away under the moonlight. Still the lights and the flakbursts hammering at us, the smell of cordite. At that moment I came to accept that I was going to die, and at the same time, I now realise that I lost altogether, and for ever, the fear of death. Not the fear of pain, of great pain, which I still possess, but the fear of dying, of the flight into the unknown world of [page break] the hereafter. I am convinced that in those seconds, a corner of the veil was lifted and I was granted a glimpse of the boundless quietude of eternity. A great and mysterious calm flooded over me, enfolded me in a sensation of complete and deep peace. I now understand what the prayer means when it speaks of ‘the peace which passeth all understanding’. I could not then and cannot now understand it, but I am certain that at that moment, when I felt I was standing poised on the brink of death, the Almighty reached out His hand to me and I responded and touched it with mine. The memory of the incredible sensation of smoothly passing, as it were, through the fear barrier to another dimension, one of all-embracing calm, is one which has remained with me all my life. Then suddenly it was quiet. Utter quiet – and darkness. We were through it, we had got away. There was the forest below us, and a stretch of water. The Baltic? It could only be. Cookie was almost drooping over the controls now, physically spent, nearly, I knew, at the point of exhaustion. He had saved all our lives. “Take over, Harry, for Christ’s sake,” he said, and almost dropped out of the left-hand seat. I climbed quickly up into it and took the controls. Someone slammed shut the escape hatch and I inhaled deeply, very, very deeply, hardly able to believe we were still alive, still flying. We were at a mere 2,0000 feet. Cautiously but quickly I tested the controls for movement and response. Satisfactory. Almost incredible, I thought. “Col, where d’you reckon we are?” I asked. “I know where we’ve been, right enough, Harry,” he said, “slap over Kiel.” “Look, then, I think we’re a bit east or south-east of it now,” I told him, “I’ll steer three-one-five for the time being if you’ll give me a course to take us to that big point of land on the Danish North Sea Coast – you know the one I mean? Near Esbjerg?” He knew it. He gave me the course and I started to climb; the more height we had, the better for us, in case of further trouble. We had lost thirteen thousand feet in all that evasive action but we needed to get at least some of it back. I had everyone make a check around the aircraft, but apart from a few minor holes we were intact, and there were no injuries of any sort. It seemed [page break] unbelievable that we could have survived the pounding we had taken with such negligible damage. In the brilliant moonlight I saw the Danish coast creeping towards us, with the glint of the welcoming North Sea beyond. Esbjerg harbour was sliding beneath our nose; about eight ships were anchored there – and we hadn’t one single bomb left for them. I cursed aloud; they would have been sitting ducks for us. Not a shot was fired at us as I dived S for Sugar gently out to sea. On the way back I discussed with Col where he thought we had been caught at first; he reckoned we had been trapped over Flensburg and then handed on, from cone to cone of searchlights until we were firmly into the Kiel defences, like a fly in a spider’s web. I was sure his assessment was correct as we had arrived over Esbjerg exactly as we had planned. I settled down to the long, thoughtful flight home. As usual, there was almost complete silence all the way. I am certain that there was not one among us who was not offering up a silent prayer of thanks. After we had landed, switched off the engines and climbed stiffly down the ladder, we gathered in a group to congratulate Cookie. He was quite matter-of-fact about his marvellous effort. Then Mick said, in that edgy voice of his, “But listen here, Cookie, we used to have decent trips when you were a Sergeant, I hope all your trips as a P/O aren’t going to be like this one.” He little knew that two short weeks and three trips later, he, Cookie and the rest of them, apart from me, would be dead, in unknown graves. Then, inconsequentially, I remembered something. “Hey! What happened to that boxful of china?” I asked. The tension was easing. “Oh, that?” Col said, “don’t worry, Harry, we’ll drop it on the blighters on our next trip, get our own back for tonight. Anyhow,” he added, “I’ll bet it’s the first time Kiel’s been dive-bombed by a single kite!” I recall, with crystal clarity, waling down to interrogation. Col and I were together, he on my right, the others a few paces behind [page break] us. The moonlight was intensely bright and the hangars and the buildings of the Station stood out sharp and grey under its flood of cold light. There was not another soul to be seen and there was only the sound of our footsteps on the roads which led down from the hangars to the Headquarters buildings. I felt that I did not want to speak now, I did not want to break the spell of the feeling of that great “peace, from the wild heart of clamour” which was pervading my whole being, enfolding me in the purity of its white light, like that of the moon, shining down from God’s heaven on those whom he had spared that night, the night of the Lübeck raid. . . . . . . . . . . . . [page break] [inserted] [underlined] The end of Harry [/underlined] [/inserted] [page break] [underlined] THE END OF HARRY [/underlined] “And the king was much moved, and went up to the chamber over the gate, and wept: and as he went, thus he said, O my son Absalom, my son, my son Absalom! would God I had died for thee, O Absalom, my son, my son!” II Samuel 18, v.33. “Crews were given a forecast of clear weather over Essen but cloud was met instead. The bombing force became scattered and suffered heavily from the Ruhr Flak defences….. 7 Wellingtons, 5 Hampdens, 1 Halifax, 1 Manchester lost ….” Martin Middlebrook and Chris Everitt, The Bomber Command War Diaries. I open my log-book to refresh my memory of that trip. The entry lies there in red ink, under my fingers, as clear as the day on which it was written, as is now my recollection of the night, which comes flooding back to me. The date. We were in M for Mother. “Operations, Cologne. Diesel engine factory attacked with 4000 lb. bomb. Moderate heavy flak and searchlights in area, mostly on west side of town. Good weather.” A pencilled note, “263 aircraft in attack; 179 Wellingtons, 44 Hampdens, 11 Manchesters, 29 Stirlings. A new record for a force to a single target. 4 Wellingtons and 1 Hampden lost.” We got off lightly that night. Sometimes, like one we did to Essen, it was ten per cent. It was the last night I ever flew as one of Cookie’s crew. We approached Bonn from the north-west at about twenty thousand feet, into the brilliant light of the moon, dead ahead. The sight was fantastic, beyond all imagining. We were just off the edge of a solid sheet of strato-cumulus at about ten thousand feet, stretching as far south and east as the eye could see, lit brilliantly white by the moon, and with its north edge, nearest us, as well-defined as the edge of an immense shelf. Out of this layer there towered [page break] a huge cumulo-nimbus, rearing up, its north side jet black, like a gigantic tombstone, to about 15 or 16 thousand feet and casting a tremendous shadow over the Rhineland. To the north of this cloud-shelf it was crystal-clear, hundreds of stars shone brightly and the Rhine writhed and gleamed like a thread of silver below us. We turned north, to track along it, the fifteen or so miles to Cologne. We could see it ahead. There were six or eight searchlight cones, with a dozen to twenty lights in each, probing, leaning, searching the sky for a victim to pin like a sliver moth in the beams. Every now and again the cones would re-form to close the inviting gaps between them. Each cone would split in half, the lights from one half leaning one way, and the other half the other way, to join the neighbouring cones, which performed the same manoeuvre, to form new cones. It was hideously fascinating, almost hypnotic, to watch. There would seem to be no way through. The dozens of red flashes of the flakbursts, seen distantly, grew larger and more menacing as we approached. Light flak was hosing up, strings of red, green, orange and white, and below everything, the fires, three or four smallish ones, growing larger all the time. Big, bright, slow flashes as cookies exploded among the flames. We were tensed up as we carried ours in. M-Mother had been specially modified to carry the two-ton bomb which protruded some way below the belly of the kite, the bomb-doors of which had been removed. A single hit from a piece of shrapnel on the cookie’s thin, exposed casing and – the mind shied away from it. So we felt naked with this inches beneath us as we edged through the searchlights, to the right of the Rhine, weaving constantly through the flak, which we could hear, thumping around us over the roar of the engines. We could see it flashing close to us on all sides. In our imaginations the cookie was growing in size; they could hardly miss it, I thought. More fires started below, a stick of bombs rippled redly across the darkened city, then another. Some incendiaries went down in a yellow splash. Or was it an aircraft going in? Still, the slow, bright flashes of the cookies going down on to Cologne. Col went forward. We could hear his harsh breathing over the intercom as he directed us into the bombing run, guiding M-Mother so that the target slid down between the wires of the bomb-sight. [page break] “Bomb gone!” The kite thumped upwards as the cookie left us on its journey of destruction. A tight turn to starboard and we were heading back the way we had come, towards the surrealist cloudscape, the enormous, abrupt shelf with the grotesque tower looming up out of it. On the way back Cookie called me up on the intercom. “Will you take over, Harry?” Someone else said, “come on, Harry, get us home.” It sounded like Mick, the wireless op. Up to now I had always got them home. I had never in my life been called “Harry” by anyone until we were crewed up at O.T.U. But from them I would have happily accepted any nickname they cared to bestow on me. So we flew on through the night, and I got them home. When we landed I found the M.O. waiting. He was usually to be seen somewhere in the background. This time, he singled me out and detached me from the weary crews who were standing around, clutching their helmets, drinking their rum-laced coffee, rubbing their faces and eyes to clear their fatigue before they were interrogated. “How did it go?” “O.K., Doc.” “Any trouble?” “The trip, or me?” “You.” “No more than usual.” “Take your pill?” “Yes.” “No effect?” “No.” “Take this one, now. Get some sleep and see me in the morning after breakfast.” “O.K., Doc.” He slapped my shoulder and trudged off. I went into interrogation with the crew, lighting another cigarette as I did so. Ewart Davies was the Int. Officer at our table. We liked him. He didn’t push us too hard for answers, he was quick, quiet, and had some idea what it was like. He knew we wanted our egg and bacon – and bed. As we walked towards the table, Johnnie, our front gunner, gave me a [page break] quizzical look. Mac, now our rear gunner since Tommy had gone into hospital, was telling him how he’d chucked some empty bottles out over the target to fox the searchlights; it had worked, too. Gunners were a special breed, and had a special bond. Next morning, I saw the Doc. He made no bones about it and came straight to the point. “Come in, sit down. Now then, your grounded until you can have a Medical Board, and as soon as you can pack you’re going on six days’ sick leave.” I felt as though someone had slammed a brick on to the back of my head. I had flown and lived with my crew for eight months. We had shared much together; more than that perhaps. We had shared everything from hilarious evenings in the “Market” to staring into the face of imminent death, where our expectation of life seemed to be measured in seconds. They had become indispensable to me, we were part of one another, our relationship uniquely deep. We knew one another’s strengths, and weaknesses. Where there was a weakness, and there were few, strength was drawn from the others. Where there was strength, we each drew from it fortitude and endurance. We were closer to each other than brothers and there was an unspoken-of bond of the deepest affection between us all which was greater in its way than anything else in the world of human experience. I was stunned to think I was being parted from them; it was something I had never imagined could possibly happen. Our lives were so much intermingled and we were so completely unified and interdependent that I couldn’t imagine life without Cookie, Col, Mick, Johnnie and Mac. In a daze, I collected some kit together, saw the Adj. about my travel warrant and found Johnnie. He, of all the crew, was closest to me. We would always sit next to one another on our sessions in the “Market”; he was very quiet, absolutely imperturbable, the personification of steadfastness and quiet courage. Somehow I got to Grimsby, then to Doncaster. On Doncaster station I was surprised to meet Ewart, who had so many times gently interrogated us. Normally so ebullient, he too was now subdued. “Posted to Northern Ireland,” he said ruefully, in his harsh Welsh [page break] voice, “Hell’s bells, I never wanted to leave 1 Group, but you’ll be back, don’t you worry.” Nearly three years later I was to meet him in Malaya. We had much to tell each other then. But now, we were both thoroughly depressed. He saw me on to my train, we shook hands, wished each other “Happy landings” and I looked back at him as the train pulled out, a slight figure, smoking the inevitable cigarette in its long holder, hunched miserably on the end of the platform. The sick leave was anything but cheerful. I was tired, moody and tense. I developed some new and unpleasant symptoms which I kept to myself. I slept fitfully, ate little, snapped at my parents and listened avidly to every news bulleting on the radio for word of bomber operations. There was a raid on Hamburg, five missing. I drank in the local pub, alone, more than I was accustomed to, lay in bed late, walked alone on the cliffs where I used to go with Ivor on his leaves from the R.A.F. Three of my friends were on the verge of call-up for aircrew and Ivor and another school friend, Connie, had already gone to Stirling squadrons which were being formed and expanded. Of these five, four were soon to die, but there was no knowing that at the time. I looked out the first three and let them eagerly pick my brains, it gave me some relief to be able to talk flying and it filled some of the dreadful blanks in the leave. I was working it all out. I would apply to go on to night fighters, to get some of my own back, or on to Coastal Command Whitleys. The morning before I was due back off leave I heard the B.B.C. news bulletin. “Last night, strong forces of Bomber Command attacked the Krupp’s works in Essen and other targets in Western Germany and Occupied France. Much damage was done and large fires were caused. From all these operations sixteen of our aircraft failed to return.” I found my hands were clenched tightly. Essen. That was an old enemy; we had been twice in and out of its massive and savage defences inside twenty-four hours not so long ago, and it had cost us three of our crews, including our Commanding Officer, in the process. To this day I cannot say or hear that evil name, Essen, without a shiver going down my spine. My parents saw me off at the station. I was glad to go back; [page break] I felt like a fish out of water away from a bomber station, it was my life. I was anxious to hear the latest gen., and to get my medical board over and done with, to know what was to become of me. The local train crawled from Doncaster to Grimsby; I found transport there to take me to Binbrook. My room-mate Johnny Stickings had crashed in January when one engine had failed on the way back from Wilhelmshaven, and he and the only other survivor had been taken to hospital. A little later, another Observer and a good friend, Eric, had gone missing with Abey, our Flight Commander, on Kiel, along with Teddy Bairstow and his crew. I had been moved in with Eric’s room-mate Frank, to keep up our morale, I supposed. I walked along the empty corridor in the Mess. Someone came out of the ante-room and passed me, a pilot whom I didn’t know. I wondered about him, who he was, who he was replacing. We said “hello”. I went up the stairs and turned left to my room. I opened the door and there was Frank, with his fresh complexion and almost Grecian good looks, putting away his laundry. “Hiya, Frank,” I said, “what’s the gen?” “Oh, hello, Harry,” he replied, looking up, “how do you feel? Did you have a good leave?” “So-so,” I said, “but what’s the gen?” He cleared his throat. “Look, Harry,” he said, “I’m afraid I’ve got some bad news for you. Cookie, your crew, they went missing on Essen two nights ago.” “Oh, Christ, Frank, no,” I said, dropping on to my bed, “Oh, God, they didn’t. Is there any news of them?” He shook his head slowly. “No, I’m afraid not. They went to Hamburg the other night and got back O.K. with everybody else, then they were on Essen and they didn’t come back, I’m afraid. They were in H-Harry, there was nothing heard from them after they took off. I’m terribly sorry.” I put my head down into my hands; I was beyond speech. I heard Frank go out of the room very quietly. I thought, “I’ve let them down. I’ve failed them completely. I wasn’t with them to get them back home this one time when they needed me more than ever. I wish [page break] to God I had gone with them.” And I wondered who had taken my place. Whoever you were, I thought, I would have you heavy on my conscience for the rest of my life, I would forever walk with your ghost at my side. I knew it was the end of something unique and very wonderful in my life, as though a great light had suddenly failed. It was the end of being called “Harry”. To this day I have never permitted anyone else to call me by that name, their name for me. H-Harry was gone for ever, taking them all with it to their eternity, and their own Harry had died with it, and with them. . . . . . . . . . . . . [page break] [inserted] [underlined] Silver spoon boy [/underlined] [/inserted] [page break] [underlined] SILVER SPOON BOY [/underlined] It’s not a part of the city I’m in very often, but a short while ago, after a lunch engagement, I found myself passing the narrow-fronted shop in the busy street which once was the cafe where I had met him for the last time. I stopped for a minute or so, oblivious to the intense, grim-faced pedestrians brushing past me, and to the traffic as it roared by. And I remembered that day more clearly, it seemed to me, for in that area, while the occupants of the shops and offices have obviously changed many times, the upper facades of the Victorian buildings have remained virtually unaltered – as have my recollections of Jack. So indeed has the mystery surrounding him, how he came to be in the R.A.F., what happened to him then, and why the man who might have answered my questions would not do so. There seems to have been no actual beginning to our friendship, it was simply one of those things which developed out of nothing. Since we were merely children at the time I suppose we must have seen each other in the road, probably each of us with a parent, perhaps eventually spoken a few casual words, but looking back now I cannot put any sort of a date upon it. I suppose friendships are like that. My memories of the house we lived in then are intermingled, woven like the coloured threads of a tapestry, with the recollections of the lads I knew at that time – of Alan, of Norman and Peter, and of Jack himself, who lived nearest to me of them all. He was an only child of quite well-to-do parents. His father was a tall, big-boned, genial man, fond of country pursuits. Jack’s mother was a pleasantly relaxed, comfortably built lady with shrewd eyes, a good amateur pianist who also had rather a fine contralto voice. Jack was very much the son of his parents, cheerful, almost jaunty in manner, generous to a degree and quite undemanding – this last perhaps because he had most things that an only child of fairly well-off parents could wish for. But although he was a boy whom I had heard described, somewhat jealously perhaps, as having been born with a silver spoon in his mouth, he was not by any means a spoiled child. [page break] Like most other boys of my age I lived an intensely active life, physically in top gear from morning till night. But there appeared to be a shadow across Jack’s life. He was frequently absent from school, and on those occasions when I called at his house I would be told by his mother that he was in bed, unwell. These vague illnesses were, more often than not, described as ‘overgrowing his strength’, but eventually there were hints of a weak heart. He began to be excused games at school and their doctor’s car appeared fairly regularly at their front door. Yet he was never anything else but buoyant and cheerful and I never remember seeing him look or behave very differently from a normal, healthy lad. My own parents, at those times when I told them that Jack was poorly, would give each other meaning looks and would now and again make veiled and half-audible remarks about some doctors who knew when they were on to a good thing. These bouts of malaise never seemed to alter in their frequency, and it became accepted, gradually but inevitably, in the small coterie of friends I had as a young teenager, that Jack was perhaps a little less fit than the rest of us. Jack’s father, as I have mentioned,. Was interested in country life, and in particular, in shooting; he owned a beautiful and gentle-natured black Labrador, by name Prince. Jack’s uncle was a farmer near to the small country town of B - , some sixty miles away, and close to some good shooting. It was only natural that Jack’s family should spend most of their holidays there. One summer it happened that my parents were going through a period of considerable financial stringency; there had never been any luxuries in my life, but now, even the necessities were scarce. Then Jack’s father, perhaps being aware of our circumstances, and being the generous man he was, casually asked me if I would like to spend two weeks of the summer holidays with them on the farm. My parents readily and gratefully agreed; I was in the seventh heaven of delight. It was an idyllic fortnight, the car drive there and back were memorable adventures enough, to me, at any rate, without anything further. We had the run of the marginal land on which Jack’s uncle grazed his stock, the scenery was very agreeable, there was impromptu cricket to be played, drives in the country and to [page break] wonderful, deserted beaches nearby. The discordant note, as far as I was concerned at any rate, was sounded by the early-morning shoot which I attended, crouched unhappily in the butts near the sea’s edge in the half-light of a chilly dawn, while Jack’s father blazed away at the beautiful and harmless ducks and we regaled ourselves with bottles of cold tea, which were regarded by the others, at least, as something of both ritual and delicacy. A little while ago I found, at the bottom of a drawer, a photograph, startlingly clear, of Jack and me standing against a haystack during that holiday, two gawky youths grinning into the camera, with me holding Jack’s cricket bat. I was to visit the farm once again. When the war came, the little crowd of my friends and I, apart from Jack, went our various ways. It is difficult now to place the events of that time in their correct sequence, the constantly recurring pain of many recollections has tended to blur the outlines, but never to soften the impacts of those tragic times. The two events connected with Jack, I am now astonished to realise, were separated by almost three years of war – in my mind they seemed to be telescoped together, their perspective foreshortened by the passage of time. Strangely enough, my own family’s ancestors had some connections with B - , and my father, who was always much more interested in the family tree than I ever was, had paid one or two visits to the place over the years to search the parish register for reference to our name and to contemplate the inscriptions on our forebears’ tombstones in the shady churchyard on the side of the hill. My father was quite obviously under considerable stress during the war; the office where he worked was constantly understaffed as more and more men were called up into the Forces. There were also frequent Air Raid Precautions duties which he could not neglect, nor would ever have dreamed of doing so. In addition, my mother’s health was beginning to fail, and they had two sons in the forces, one of whom was engaged in duties where the chances of eventual survival were rated as about two in five. [page break] Early in 1942 my own crew, in my absence on sick leave, were reported missing on a raid over the Ruhr. I think my parents must have noticed the effect this had upon me, for they decided that on my next leave we could go to B – for a few days, staying at the hotel in the small market place, if I was agreeable. I thanked them, and thought it might be a good idea. It was late spring when we went, with blue and white quiet skies and sunlight pleasantly shining on the grey stone buildings. The hotel was almost empty; B - , while on the main road, was also between two county-towns which drew the local people like the twin poles of a magnet. Released from operational flying I embarked upon what was to be several months of drinking far more than was good for me, in an attempt to dull the agony of mind and self-recrimination I was undergoing. This must have been painfully apparent to my parents, and must have caused them considerable heartache, but – and I shall always be grateful to their memories for this – they uttered no word of reproach. How we spent our time there I cannot remember, perhaps I was in a constant alcoholic haze. The only event I can recall with any clarity was the afternoon we visited Jack’s uncle’s farm and I introduced my parents to Mr. Brown, his wife and his two daughters. I remember it as having the appearance and atmosphere of a scene in a stage play. Everything seemed to be happening in slow motion, gestures seemed limp and exaggerated and we sat like figures in a tableau against the backdrop of the scarcely-remembered living room of the farmhouse, small-windowed, lit by an oil-lamp, a heavy, dark red tasselled tablecloth draped over the massive dining table. Outside, I could see the shelter-belt of firs waving lazily in the breeze, hypnotic in their motion. My parents and the Brown family sat stiffly in their best clothes. What they talked about, I have no recollection; I said not more than perhaps a dozen words. I remember that one of Jack’s cousins kept looking curiously in my direction from time to time. Jack, now working in a branch of the same bank as his father, was, naturally, mentioned. I hadn’t seen him for quite some time, but someone said he would like to meet me when we went back home, before I returned to my unit. The arrangements were made. My parents and I got off the bus at its city terminus in the Haymarket. They would make their way to the railway station and so home, I would join them later, to pack my kit at the end of my leave, as that day was my last. [page break] I remember feeling released and lighter in spirit when I left them, and guilty because I did so, but the sense of freedom was pleasant after a week when it had been necessary to cork down my feelings tightly and be on my best behaviour. Yet I almost dreaded going back to my unit, a Bomber Group Headquarters, where I had been given a sinecure of a job while I waited for a medical board, for the news that I might receive of the fate of the crew of H-Harry. As I walked through the grey city streets it seemed as though I were treading the razor-edged ridge of a mountain in a high wind. We had arranged to meet at a little cafe on one of the main streets. Jack was standing outside, smartly dressed, tall, looking well and, as usual, cheerful. We shook hands. “Hello,” he said, “nice to see you again. How are you?” I lit a cigarette as we walked into the quiet cafe. “So-so,” I replied, “a lot has happened since I saw you last.” We sat at a small table, ordered coffee and biscuits. I looked at him and said, “You’ll have heard about my crew, have you?” He looked down at his cup and nodded. I thought he appeared more adult than I’d ever noticed before. “Yes,” he replied, “I had heard. How do I tell you how sorry I am?” “Don’t try,” I said, “it’s O.K., I know.” He asked, uncomfortably, “Do you think they could be prisoners?” “I don’t know; it’s nearly two months now, no-one’s heard anything?” We sat silently for a few minutes, traffic noise falling on our ears. Then he said tentatively, looking at the wings on my chest, “Are you finished flying, for good, I mean?” I shrugged. “Not as far as I know. I’ve got six months off then I’ll be having another medical board and we’ll see what they say then. I’ll probably go back on ops, I should think; after all, I’ve only done half a tour, I think I owe somebody something.” “Do you think they’ll send you back again?” he asked, surprised. “Oh, yes, they can do anything, you know,” I said, “there’s a bloke on the Squadron who’s completely flak-happy and he’s still operating.” [page break] He looked at me. “What do you mean, ‘flak-happy’?” “He’s round the bend,” I said shortly, “got the twitch, call it what you like.” Jack shook his head wonderingly. “But they let him go on flying?” “Sure they do; he’s a damn good gunner and an experienced one, too. He’s not afraid of man or beast. Of course,“ I said, “there is another side to it – he could be dead by now. It’s a while since I saw him, and anything could have happened in that time. It depends on the targets you get. It depends on a hell of a lot of things.” Jack swallowed hard. I asked him if he’d seen anything of Alan or Peter. “They’ve both volunteered for aircrew,” he said. I thought he sounded a bit wistful and I could tell what he was thinking. “Listen,” I said firmly, “when I went and stuck my neck out I didn’t do it as a dare to the rest of you, you know, there are other ways of getting yourselves into trouble. And don’t you go losing any sleep about not being fit, it’s not your fault, and when the time comes you’ll be shoved into something which will be useful to the war effort, I’ve no doubt at all.” He looked at my wings again. “I hope so,” he replied, “it’s not a great deal of fun feeling left out of things.” We finished our coffee. He insisted on paying for them, saying that he was a rich war-profiteer. He was probably getting a lot less than me, but it was no use arguing, I didn’t have a lot of time, and neither did he. I suddenly thought of that and said to him, “Anyhow, what are you doing here, skiving off during working hours? Shouldn’t you be drawing up balance sheets or something?” He looked at me a bit sheepishly, squinting into the sunshine as we stood on the pavement with the pedestrians hurrying by around us. “Oh, I asked the Manager for an hour off,” he said airily, “told him I was meeting a pilot on leave from the R.A.F. He said to tell you to drop one for him.” [page break] We shook hands. “Take care of yourself,” he said, “and I hope you’ll have some good news soon.” “Thanks, so do I.” I could hear the pessimism in my own voice. I looked at my watch. “Well, it’s been great seeing you; until next time, then, so long, Jack.” It was some time later when I learned, with feelings of complete astonishment, almost disbelief, that not only was Jack now in the R.A.F., but that he had been accepted for aircrew training. I had to read my parents’ letter several times before I could begin to grasp what they were telling me. Many months went by. I had been stationed at Tuddenham, in Suffolk, for a year, watching the almost nightly operations of, originally, the Squadron’s Stirlings, then their Lancasters; by day seeing the vast fleets of American Fortresses and Liberators forming up overhead to carry on the round-the-clock bombing of German cities. Late on a February afternoon I stepped out of the Tuddenham mail van, on which I had hitched a lift, at the aerodrome gates of Mildenhall, our parent station. The daylight was already fading and there was comparative silence; the Fortresses were back at their East Anglian bases and our Lancasters were waiting, poised to go that night. I stood watching the roadway which led up to the barrier at the guardroom, chatting to the Service Policeman on duty. I recognised J – ‘s walk when she was far away. The S.P., who knew her, wished us a good leave, saluted and turned away. J – and I had met and worked together in the Operations Room of a bomber station in east Yorkshire, around the time of the Battle of Hamburg. But after a blissful few months I had been posted to Tuddenham, then, quite amazingly, following a bleak interval without her, she had been posted to the Base Operations Room at Mildenhall, a small handful of miles away. Everyone who knew us thought that one or other of us had somehow wangled things; in point of fact it was simply unbelievably good luck. In addition, it was a considerable feather in her cap as Mildenhall was one of the key stations in Bomber Command. [page break] Consequently, we saw one another several times a week when she, of course, should have been catching up on her sleep after long and hectic hours of night duty when operations were on. Now we were going on leave together; three days at my home then three at hers. A lorry, known to all as the Liberty Wagon, took us to the nearest railway station at Shippea Hill, along with a dozen or so others, then we caught a local train to Ely. We had a meal there and took the overnight train home. We arrived before breakfast the following morning. When we had freshened up and had breakfast, my mother, who looked paler and more drawn than when I had last seen her three months before, looked at me across the table and said quietly, “I hardly know how to tell you this; it’s so awful, when you and J – have just started your leave.” I couldn’t guess what was coming, but I steeled myself for whatever it might be. “What is it, mother?” She bit her lip then said, eyes averted, “I’m afraid it’s bad news, it’s Jack, he was killed two days ago.” I felt my mouth open and close, then I reached slowly for a cigarette. “But – was he on ops? I didn’t know he’d got as far as that, I thought he was still training.” Mother nodded. “As far as I know, he was killed training, night flying.” She paused. “You will go and see his parents, won’t you? They’re terribly upset, naturally.” “Of course I’ll go,” I said, “of course I will.” I went to see them that afternoon, after I had screwed up my courage to the limit for what I knew would be an ordeal for all of us. The tension in their house was almost tangible, their grief hung on the air like a cloud. They knew little about it except that Jack was dead; he had been a Navigator on Wellingtons at an Operational Training Unit in the Midlands whose name, Husband’s Bosworth, rang a bell with me when they told me. His pilot was also from our area; [page break] they had flown into a hill near a village in Northamptonshire. His funeral was here, tomorrow, would I come? It was unthinkable, of course, that I would not. His father paced the room incessantly, never meeting my eyes, Jack’s mother, her face bloated with weeping, tore at a handkerchief in her deep armchair in the corner. Their beautiful piano, black and shining, would remain unplayed for a long time, I knew, and her voice, which I had so often heard in Schumann lieder, would be silent now. The dog lay across the hearthrug, his eyes following first one speaker, then the other; I felt he knew what had happened to his beloved young master. I met the cortege at the massive stone and iron gateway of the cemetery the following afternoon. The late winter sun was sinking and it was bitterly cold under the fading colour of an almost cloudless sky. I was the only non-relation there; as the hearse came slowly up to the gates through an avenue of trees I gave it the finest salute I had ever given to any senior officer. When I went home in the deepening dusk J – was alone in the living room, sitting in the firelight. I kissed her gently, holding her to me. That evening, as I felt I must, I went to see Jack’s parents again. They were sitting alone, quieter than before, and with the calm of resignation beginning to possess them. Prince’s tail thumped the hearthrug twice as I walked into the room, his eyebrows lifted and fell as he looked at me, his chin across his folded paws. Jack’s photograph smiled cheerfully down from the mantelpiece. I told them I had come to say au revoir. His father thanked me for being there that afternoon, then, “Do you think you could possibly do something for us?” “If I can, of course,” I said, glad to be moving on to practicalities. “You know Jack was stationed at Husband’s Bosworth when – it happened, don’t you?” “I didn’t know at the time,” I said, a bit uncomfortably, thinking that I should have done. We had seldom written to one another; one didn’t have much time nor the mental quietude in Bomber Command to do very much in the way of letter-writing, except to one’s girlfriend. He went on. [page break] “Do you know anyone there? In your job I thought perhaps you might know someone who could tell us just what happened. We know so little, just what his C.O.’s letter told us, not very much at all. But if you could, perhaps, speak to someone?” Jack’s mother dabbed at her eyes. “Actually, I do know someone there, as it happens,” I said, “a chap I worked with at Tuddenham until recently was posted there as Adjutant; I’m sure he’ll be able to tell me something.” He brightened slightly. “That’s good,” he said, “really quite a coincidence. What sort of chap is he? You really think he would be able to help?” I described George, avuncular, knowledgeable, but on occasions fiery and quite outspoken. “I’ll phone him as soon as I can after I get back to Tuddenham, and get in touch with you.” “I’ll be glad to pay any expense involved, if there is any,” he said, “and don’t get yourself into trouble on our account, will you? But – we would like to know something, of course.” “Don’t worry about that,” I told him, “there’ll be no expense, and no trouble at all.” I said goodbye to them. I was not to know that I would never see them again. The first day back from leave I rang George quite confidently. He sounded his usual self, brisk, affable as ever, but perhaps slightly fussed. Had he trodden on a few toes already, I wondered? After the conventional greetings were over, I came to the point. “George, I’ll tell you why I’m ringing you – it’s about a crash you had a week or so ago, the pilot was Sergeant - - . Well, I was a friend of the Navigator. I’ve just come back from his funeral at home and his parents were wondering If you could give them, through me, any further details of how it happened.” There was an abrupt and surprising change in his manner. “Is that why you rang me? To ask me that? I can’t tell them any more than was in the letter to them. I’m surprised at them asking you to do this.” “O.K., then, George,” I said calmly, “if that’s how it is then I’m very sorry to have bothered you.” [page break] I rang off. I was extremely puzzled and quite troubled by his unexpected reaction; we had always been, and still are, good friends and our working relationship was never anything less than co-operative and mutually accommodating. That evening I wrote to Jack’s father, telling him briefly that I had been unable to obtain any further facts about the crash. He did not reply. For various reasons, and to my lasting shame, I did not visit the graves of Jack, and of Peter, Connie and Roly, another classmate, all Bomber Command aircrew casualties, for several years. But after having stood in that busy street, gazing at what had been the cafe, and remembering Jack and I as we had been then, both of us in the prime of youth, an inner compulsion drove me to do so. I could find the graves of all of those who were buried there except one – Jack. I visited and revisited the place where I thought I had stood at his funeral, searching the tombstones round about for his name, but to no avail. I had heard that his parents had moved to B – on Mr. Henderson’s retirement and I was almost on the point of becoming convinced that they had had Jack re-interred there. Eventually, after several fruitless searches, and as a last resort, I decided to go to the cemetery office to make enquiries. In a few minutes I had found it, about a hundred yards away from the place where I had been looking. There was a solid, low grey headstone with a substantial curb. There was the name, Flying Officer John Henderson, ‘killed in a flying accident 3rd February 1945.’ So very near to the end of the war, I thought sadly. The lettering was now so faded as to be almost illegible. Underneath his name were those of both his parents. The grave itself was completely bare, not a flower, not a blade of grass, not even a weed, only the cold, wet earth under the leaden sky. I stood for several minutes in the silence, remembering them, but especially remembering Jack, incidents from our friendship returning vividly to mind. And I wondered about many things, the questions now long unanswered. Was he really the semi-invalid he had always been made out to be? How then had he passed his aircrew medical? Why did they crash that night? Had he – God forbid – made a navigational [page break] error? Why had George been so brusque and annoyed at my question? There were no answers to be found in the rustling of the cold breeze among the fallen, russet leaves, and I thought that there never would be, that I would never know. But worse, I wondered would there be anyone left to remember Jack when I was no longer able to remember, or would his name disappear completely, both from his gravestone and from the memories of everyone who might have known him on earth? I took the Remembrance Day poppy out of my lapel and pressed it into the sodden, bare earth below his name. Then on that grey afternoon I spoke a few words to him, very quietly, but knowing that somewhere, he would hear. And as the winter dusk was falling I turned away. . . . . . . . . . . . . I did not expect that I should be writing a sequel to this, but a sequel there is, one long-delayed… Obviously, I have thought very many times about Jack since his fatal crash and I have visited his grave very many times also. But rarely, if ever, have I dreamed about him. Until a few nights ago, that is, more than fifty-one years since he was killed. It was a dream which was so vivid and so poignant – that realisation was with me even as I was dreaming it – that it has stayed with me, haunted me and disturbed me ever since the early morning when, in this heartbreaking dream, I recognised Jack, from a great distance, walking towards me on a riverside path. There were iron railings on my right, a river was nearby, at my left hand, the path curving slightly from my left to the right. For some reason I was quite sure I was on the riverside at Stratford-upon-Avon. I have been there twice, once during the war, with Connie and Shep, when we were at Moreton-in-the-Marsh together, and once on a brief visit when I was on holiday at Malvern. Yes, this was Stratford, I was positive. And I knew it was Jack approaching, I could distinguish his [page break] features, his walk, his tall, upright figure. He was as I never saw him in life, in uniform, his peaked cap at a slight angle on his head, the Navigator’s half-wing above his breast pocket. There he was, coming briskly towards me, smiling, the Jack I knew of old. And he was with a girl. Her features I could not distinguish as she approached me with him; they were walking close together, arm in arm. Even in my dream I could feel a lump in my throat as I watched them. They stopped in front of me. I heard Jack say, “This is Janet”, and I could see now that she was smiling, a radiant, pure smile, full of utter delight and joy. They turned together and walked slowly in the direction that I was going. It had turned slightly misty. I was fascinated by Jack’s girl Janet, wondering what sort of person she was; I could not take my eyes off her. She wore a small, round hat of the pillbox type, and a brownish, quite long, heavy coat. Her lips were full, I saw, and pink; here eyes shone with a wonderful radiance, such as I have rarely seen. I had the overwhelming sensation of their happiness with one another. Then the girl, Janet, looked at me directly, her arm still through Jack’s, and gave me her wonderful smile, so full of bliss. “We are going to be married,” she said, “next year.” At that moment she looked as lovely as anyone I have ever seen. But immediately, as though I had been submerged by a wave from the sea, I felt an immense sorrow engulf me, because, as I awoke slowly, with the vision of that lovely, loving couple in my brain, even in my dream I knew that their marriage could never, never be. For Jack was to die; Jack was dead. It is a dream I shall have in my mind until the day of my own death, until Jack and I meet once more and – God alone knows whether there ever was a girl named Janet – perhaps I might meet that girl who I dreamed was going to marry my oldest and closest friend, The Silver Spoon Boy, the boy who gave everything he ever possessed. ‘Too full already is the grave, Of fellows who were young and brave, And died because they were.’ . . . . . . . . . . . . [page break] [inserted] [underlined] Intermezzo [/underlined] [/inserted] [page break] [underlined] INTERMEZZO [/underlined] “Sign here? And here? That it? O.K., Sergeant. Now, what have I signed for? Oh, I see, one brand-new Wimpy in mint condition with full certificate of airworthiness and rarin’ to go. HD 966, isn’t it? Where do I find her? That it, over there by the dispersal hut? O.K., thanks. Probably be back tomorrow for another. Cheerio.” “Here we are, on this beautiful morning. HD 966. Plenty of juice, Corporal? Well, I’m not going as far as John o’ Groats, thanks, just to Moreton-in-the-Marsh. Pitot head cover off? Fine.” “There’s only me. Up the ladder. God, it’s hot in here. Haul the ladder up, stow it next to the bomb-sight. Slam the escape-hatch door. Stamp it down firmly, to be sure. Hell, the heat. Slide open the windows, that’s better. Shove my chute into the stowage. Into the driver’s seat, check brakes on. Push and pull the controls about to test for full movement. Shove the rudder to and fro with my feet. All free. Fine. Check the petrol gauges. Enough.” “Undercart lever down and locked. Flaps neutral. Bomb doors closed. Switch on the undercart lights. There we are, three greens. Undercart warning horn? God, that’s loud. Never mind. Main petrol cock on, balance cock down.” “Now. Throttles closed, boost override normal, mixture rich, pitch levers fully fine, superchargers medium. O.K. So – ignition on, open throttle an inch. There we are. Now, yell out of the window. Contact port! Press the starter button. That’s it, got her! Hell! What a row, wish I’d brought my helmet after all. Shut the window. No, damn, not yet. Contact starboard! Press the button. There she goes. Come on, come on. Now shut the window. It’s a bit cooler now, anyhow.” “Oil pressure O.K., all temperatures O.K. So, what’re you waiting for? Run them up. Port engine first. What a bloody noise. Pitch controls O.K., revs down and up again. Give her plus four boost. This is going to be damn noisy. Here goes. Throttle back, boost override in. Now for it. Open right up. Hell, it’s awful. Plus [page break] nine and threequarters. Fair enough. Throttle back smoothly. Not too quick. Override out. Now the starboard engine. Stick my fingers in that ear. Pitch control O.K. Plus four boost. Mag drop? ……” “All O.K., then. Brake pressure? Right up. Try each wheel. O.K. So it should be, too, brand new kite. There goes the Anson with those A.T.A. girls. God, shook me when that blonde brought the Halifax in. Cool as you please, all five foot nothing of her. Damn good landing, too. Smashing blonde, like to see her again. Like to – hey, steady on! Back to business. Test the flaps. Right down. Now up again. Fine. Where’s he taken the starter trolley? Oh. Over there, well away from me. See they haven’t got that bloody Whitley moved yet. Bit off-putting, that, finding a pranged Whitley over a hump in the runway, just after you’ve landed. Plenty of room, though, at least it’s on the grass. Well, come on, let’s get back to Moreton, might have half a can if there’s no more flying today.” “Chocks away. Wave hands across each other where the erk can see. There he goes with the port chock. Now the starboard. Thumbs up from him. And from me. Little bit of throttle, hold the yoke well back. Here we go. Taxy out over the grass. Bumpy. Wish they’d get another runway put in, too. The one they have got isn’t even into the prevailing wind. Using it today, though, I see. Not much wind at all, but the Anson used it. Lovely sunny day. Swing the nose about a bit, never know what’s ahead. Would hate to prang a Spit or something. What’s that Oxford doing? Coming in. Trundle up to the end of the runway, opposite the line of trees. Bit off-putting they are, too, when you’re approaching to land. Park, crosswind. Brakes on. Relax and watch him come in. Wheels down, crosswind, losing height. Bit bumpy over the trees, of course. Flaps down, now he’s turning in. Nice steady approach. Oh, Christ, here’s a Spit coming in next, what a bind. I’ll have to wait a bit. Yes, he’s put his undercart down. Damn!” ”Float her down, boy, float her down. Now, watch it. Not bad, not bad at all. Over-correcting a bit on his rudder on the runway. Never mind, nice landing, though. Open up my throttles to clear the plugs of oil. Yoke hard back. What a row. There we are, sounds [page break] O.K. Now throttle back and wait for the Spit. Quick check round the dials again. Set the altimeter to zero. Gyro to zero and leave it caged. Where is he? Oh, here he comes, hellish fast. God! That was a split-arse turn and no mistake. Full flap. Well, he is heading in approximately the right direction. Whoof! He’s down. A bit wheel-y, but never mind, he’s in one piece and still rolling. Now beat it, chum, and let a real kite take off. No-one else in the circuit? Thank bloody goodness. Wait a tick, where’s my friend in that Spit? Oh, there he goes, taxying to the Watch Office. Fighter boys – I don’t know!” Here we go then. Flap fifteen degrees. Brakes off. Port throttle to turn on to the runway. Hope the far end’s clear. Suppose they would poop off a red if it wasn’t. Nice and central Brakes on. Uncage gyro on 0. Now hold your hat. Open both throttles steadily against the brakes. What a bloody row. Yoke back, now let it go to central. Not too far, not too far. More throttle. Hold the brakes on. She’s shuddering like hell, wants to jump off the runway. Lift the tail just a bit more. Now. Full throttle and brakes off. Here we go – and how! We’re really rolling. Shove those throttles forward against the stops. Touch of rudder against the swing. Fine. Hold it there.” “Feels great. Love take-offs, tremendous sense of power. Hellish noise, too. Airspeed? 50. Nice and straight, shove the tail well up, a real 3 Group takeoff. Touch of rudder again. 65. Over the hump. Gi-doying! Nearly airborne then! Plus nine and threequarters on both, 3000 revs. Wizard. 75. Runway clear and pouring back underneath. There’s that Whitley. Plenty of room. 80. Almost ready. Still bags of room. Come on, come on. Ease back a bit. Trying hard to go, almost a bounce then. Now? Now she’s off. Airborne. Keep her straight, wheels up. Pick your field in case an engine cuts. Right, got one. Lights out as the wheels come up. Then red, red, red. All up and locked. Throttle back to climbing boost. Revs back to 2600. Airspeed 120. Overrides out. 200 feet. Gyro still on 0. Take half the flap off. Watch it, now. 300 feet. All flap off. Slight sink there, feels horrible. Keep climbing. Everything sounds good. Quick look around the panel. All O.K. [page break] “1000 feet. Level off. Cruising boost and revs. Select weak mixture on both. Rate 2 turn to port. There’s the Oxford just taking off. Spit’s parked at the Watch Office, next to the Hali. The Hali – God! That girl was a smasher. Cirencester just below the port wing. Now the railway. And there’s the Fosse Way. Follow it home, no bother. The Romans knew how to build roads. Excuse me, Centurion, but there’s an enemy chariot on your tail! Weave left, Lucius Quintus – now! Weather’s wizard, just a few puffs of cloud at 1500 feet. No hurry. Throttle back to economical cruising boost and revs. Try the trimmers. Feet off the rudder. Nice, keeps straight. Feet on again. Hands off. Bit nose heavy. Just a touch on the trimmer. Try again. There we are, perfect, no wing-drop, no pitching, no yawing. Flies herself and purrs like a sewing machine, she’s a beaut. Check the magnetic compass. Heading 037. Cage the gyro, set to 037, uncage. Check around the panel. Zero boost, 1850 revs, airspeed 150, altimeter 1000 feet, temps. and pressures O.K. and steady. Fosse Way sliding along under the port wing. Vis thirty to forty miles, 2/10 cumulus at 1500 feet. God’s in his heaven and all that.” “What a view, all greens and hazy blues. Fields, trees, hedges, pale little villages. Lovely country. Must really explore it soon. Good as being on leave. I’m lucky. Bit lonely in these kites all on your own, though. Used to five other bods nattering. Nearly four months now. I wonder if there’s any news yet. Write to the Squadron tonight, see if there’s anything come through from the Red Cross.” “Kite at 10 o’clock, slightly higher. Twin. Oxford, heading for Little Rissington, I’ll bet. Wonder who’ll take this Wimpy over. Couple of weeks and it could be bombing Tobruk or somewhere. Long stooge out there. Portreath – Gib – Malta – Canal Zone. Blow their luck. Wonder what the chop rate is out there. Better than we had, I’ll bet. Spit. at nine o’clock, high, heading East. Going like a bat out of hell. Clipped-wing job. Boy! Is he pouring on the coal. Wonder if he’s a P.R.U. type. Climbing hard, too. There he goes. Berlin by lunchtime at 40 thousand plus, I’ll bet. Nothing to touch him. Take his pictures, stuff the nose down and come home with 450 on the clock. Not a thing near him. That’s the life.” [page break] “Stow-on-the-Wold coming up below. Must go back to that pub some time. Wonder if I’ll hear anything from the police. No rear light. Jam had no front light. Both tight as newts. Tried to tell the flattie we were a tandem which had just come apart, wouldn’t believe us. Hell, couldn’t even pronounce it, I called it a damned ‘un, could hardly talk for laughing. We’d had a few that night! Blasted nuisance, though, expect we’ll be fined ten bob each. Shan’t go to court, though, write them a pitiful letter. Got no ident letters yet, how about doing a beat-up at nought feet? Oh, hell, can’t be bothered. Too hot, anyhow, slide the window open a bit more. Wouldn’t want to drop off to sleep like I did that night at Moose Jaw. Shaky do, that. Never mind, still alive and kicking.” “Should write home tonight, really. Can’t be bothered to do that, either. Write to Betty? Oh, Christ, what’s the use? She’s hooked up to that other bloke, whoever he is. Don’t even know his name. Hell and damnation, why didn’t I - ? What’s the bloody use of moaning about it? But, God, she was nice. Wizard girl. There were angels dining at the Ritz - . Oh, for God’s sake, stop it. She’s gone, she’s gone, you’ve bloody had it, you missed your chance. Just stop thinking about her. Forget it. Oh, hell, why didn’t - ? Christ! Forget it, can’t you? Think of something else. Yes. Yes. What? I know. Let’s have a song.” “Ops in a Wimpy, ops in a Wimpy, Who’ll come on ops in a Wimpy with me? And the rear gunner laughed as they pranged it on the hangar roof, Who’ll come on ops in a Wimpy with me?” “There we are, Moreton dead ahead. Long runway end on to me. Two kites on the circuit. God, I’m ready for a bite of lunch. Wonder what it is? I’ll do this right, otherwise the Boss will chew me off.” “Into wind over the runway in use. Good look-see at the Signals Area, then a copybook circuit. Here we go. Signal for transport by pushing the revs up and down again. Makes a nice howl, hear it for miles. Oh, hell, I expect I’ll get chewed off for that, though.” [page break] Blast him, why does he hate my guts? Those other two Wimpies have gone, must have landed. Yes, can see one taxying. Reduce airspeed to 140. No signals out except the landing-T and that’s O.K. Crosswind leg. There’s the van leaving the Flight Office, good-oh, he’s heard it. Turn port, downwind. Throttle back to 120. 120 it is. Lock off, select wheels down. Red lights out. Green, green, green. Down and locked. Ready for crosswind.” “Rate 1 1/2 turn to port, now. Nice. Select flap 15 degrees. Stop. Lever to neutral. Push a bit to compensate for the flap. Now the approach. Full flap. Shove the nose down. Rate 1 1/2 turn to port again. Watch the airspeed. Back to 95. Pitch fully fine. The van’s heading for dispersal down there. Keep the speed at 95. Dead in line with the runway, height just nice. Carry on, carry on. Losing height nicely, speed dead on 95. Trees rushing by. Lower and lower. Throttle right back. Push the nose down a bit more. Ten feet, now level off. Lovely, sinking down beautifully. Airspeed falling off as the runway comes up. Clunk! We’re down, what a beaut. Have we landed, my good man? I didn’t feel a bloody thing. Keep straight with the rudder. No brake, plenty of room. Slowing down now. Flaps up. Turn right at the peri. track. There we are.” “Van’s waiting for me. Good-oh. Follow it round to whichever dispersal. Go on, then, after you, I’m waiting. That’s better. Get well ahead, where I can see you. That’s it. Weave the nose a bit. Not too rough with the throttles. Bit of brake now. O.K., I see which dispersal. Bit more brake. Slow right down. Turn into dispersal and swing round into wind in one go, with the starboard throttle. Flashy! Throttle back, straighten her up. There’s an erk with the chocks. Roll to a stop. Brakes on and locked. Pull up the cut-outs to stop the engines. That’s it, piece of cake.” “Ain’t it gone quiet? Out of the seat. Where’s my chute? Yank open the escape hatch and shove the ladder down. Just nice time for lunch. Wotcher, Loopy, thanks for the lift. Did you witness my absolutely superb landing? No? Well, you missed a treat. How’s the Boss? What was that? Do what to him? Not me, old boy, it’s [page break] a Court Martial offence, and besides, it’s immoral. Come on, let’s go for lunch. What about the White Hart tonight? By the way, you missed a treat at Kemble this morning. I was just standing there, waiting until this kite was ready, when a Hali. comes into the circuit. Lovely approach and landing, taxies in, stops, and what do you think, out steps this A.T.A. pilot. Wait a minute, wait a minute, this one was a dame, and a wizard blonde at that. Now just let me describe her to you in some detail, you lascivious, drooling Australian, while I permit you to drive me to the Mess. Well, now, she was about five foot six, and her figure…..” . . . . . . . . . . . . [page break] [inserted] [underlined] Overshoot [/underlined] [/inserted] [page break] [underlined] OVERSHOOT [/underlined] In that glorious summer they had decided that I could do some non-operational flying, so they posted me away from Group Headquarters at Bawtry Hall, where I’d been playing about with a bit of admin. work, a lot of cricket, and, between drinking sessions, flirting with a couple of W.A.A.F.s. Bawtry had been very pleasant but it was distinctly stuffy after the Squadron. I was the only recently operational aircrew there and I always had the feeling that they were waiting uneasily and suspiciously for me to start swinging from the chandelier, or to come rushing up to someone very senior and snip his tie off at the knot. What really made it for me was the brief moment when I happened to look across the anteroom one day – where Group Captains and other wingless wonders were two a penny, with bags of fruit salad to be seen on their chests, though – I looked across and saw him standing there, quite quietly. It was “Babe” Learoyd, and he had only one medal ribbon, that of the Victoria Cross. It was a bit strange when I found myself back on a Wellington Station again, even more so because this one, an O.T.U. at Moreton-in-the-Marsh, was set in lovely pastoral countryside, a complete contrast to my Squadron’s base on top of the Lincolnshire Wolds. As I was back on flying, I decided that instead of getting drunk every night I’d better cut it down a bit, to every other night, if I wanted to survive, of course, which was debatable. I suppose that was oversimplifying it, because if I misjudged something and pranged, I would possibly write myself off, but I might take a few quite innocent people with me, which wasn’t by any means O.K. However, I needed something to knock me senseless at night, because I was still getting nightmares. In the end, I would usually fight myself awake, distressed and sweating, and lie wide-eyed, until the summer dawn at last came palely to my window and I heard the distant whistle of the first train as it wound its way through the trees and by the little brooks down to Adlestrop and Oxford. [page break] That train and the railway station in the small market town gradually became to me symbols of ordinary, carefree life, of freedom and safety from sudden death, symbols I was desperate to hang on to. Eventually, the station became so central and vital a part of these imaginings that I lived in considerable and constant anxiety lest one of our aircraft while using the short runway which pointed directly towards it, should crash on to it and destroy my only link with the sanity of the outside world. I wasn’t posted to the actual O.T.U. in Moreton, but to No. 1446 Ferry Flight. Basically, the idea was that we picked up brand-new Wimpies from Kemble, about half an hour’s flying time away, flew them solo, following the Fosse Way, back to Moreton, then handed them over to pupil crews from the O.T.U. who would do one or two cross-countries in them and then fly them out to the Middle East, in hops, of course, to reinforce the Squadrons in the Western Desert. Sometimes they were straight bombers, nevertheless looking strange in their sand-coloured camouflage, sometimes “T.B.s”, torpedo-bombers, with the front turret area faired in by fabric and the torpedo firing-button on the control yoke, and sometimes they were pure white Mark VIII “sticklebacks”, bristling with A.S.V. radar aerials, low-level radar altimeters and the like. One morning I had collected a T.B. from Kemble and was bringing it in to Moreton. No bother at all. Except on my approach to land I seemed to be coming in a bit steeply, I thought. I checked the airspeed, 95, correct. I checked the flap-setting – yes, I had full flap on, and wheels down. Looked at the A.S.I. again. Still 95. But, hell, I thought suddenly, it’s graduated in knots. Frantic mental calculations to convert knots to m.p.h. Ease back on the control column a bit. Multiply by five, divide by six, I concluded. Say, 80. So, bring the speed back to 80 indicated. I should have checked before take-off, of course. After all, this was a T.B., a nautical job. Looks right now, I thought, except that I’m floating a bit while the airspeed drops off, using a bit more runway to get her in. No panic, though. I got her down quite nicely and didn’t go anywhere near the far hedge. Quite a good landing, too, though I says it as shouldn’t. [page break] But, just my luck, Squadron Leader --- had noticed it. “That’s not a bloody Spit you just brought in, you know, Junior,” was his greeting as I walked into the Flight Office. I sighed inwardly. Here we go again, I thought. “No, sir.” What the hell were you doing? Trying to land at Little Rissington?” “Just came in a bit fast, sir, that’s all.” “You should’ve gone round again, done an overshoot.” “Well, sir, I don’t much like overshoots on Wimpies.” He grunted. “Don’t like overshoots,” he said acidly, “Are you a competent pilot, or not?” “Yes, sir, I am, but I don’t like taking unnecessary risks.” To tell the truth, I hated overshoots completely. You had to shove on full throttle when you decided you weren’t going to make it, and with the full flap you already had on, the nose tried to come up and stall you at fifty feet. So you pushed the nose down with all your strength and some frantic adjustment of the elevator trimmer – three hands would have been useful about then – to pick up some speed before you even thought of climbing away to have another shot at a landing. Then, while keeping straight you had to milk off seventy degrees of flap a little at a time – and she wasn’t at all fond of that process. She wanted to give up the whole idea and just sit down hard into a field, to sink wearily on to the deck and spread herself, and you, around the county. You had to be damn careful not to take off too much flap in too much of a hurry when those big trees came nearer, or when those hills started to look rather adjacent. At night, of course, you couldn’t see them at all, but you knew they were lurking somewhere handy. If you were in a hurry about taking the flap off, then, you went down like a grand piano from a fourth-storey window, and you’d had it. No, overshoots were definitely not for me, thank you very much, not unless they were absolutely essential, and I knew that I knew, to the foot, when they were. I’d never been wrong yet. “Well, watch it in future, Junior, and don’t set the pupils a bad example.” [page break] I could quite understand why Loopy had been within an ace of punching him in the face, a few days previously. It wasn’t only the things he said, it was the way in which he said them. Before I could reply he went on, “You might be interested to know that we’ve got the S.I.O.’s son taking a kite out to Gib. soon, he’s done his circuits and bumps and he’s crewed up. His father had a word with me at lunchtime yesterday.” As I only knew the Senior Intelligence Officer vaguely by sight I merely murmured something non-commital [sic] and asked if there was anything else. I was told, reluctantly, no, there wasn’t, so I saluted and drifted out to have a word or two with Dim and Loopy. A few days later there was a gap in the flow of kites from Kemble, and as Loopy and I had done all the compass and loop-swinging on those we’d recently collected I took myself off to the Intelligence Library. I was standing at one of the high, sloping library desks, reading one of the magazines, when out of the corner of my eye I saw someone come in and stand at a desk about six feet to my left. I took no notice of him but carried on reading Tee Emm or whatever it was. When I had finished, I turned to go – and recognised him. “Christ! It’s Connie, isn’t it?” I exclaimed. I had last seen him in the Sixth Form at school, five years ago. Five thousand years ago. “Yoicks!” he said, greeting me by the nickname I’d almost forgotten. Connie wasn’t his real name, either, but he’d always been called that at school because, it was said, he had a sister of that name who was more beautiful than the moon and all the stars. A shame I never met her. We shook hands vigorously. “What the hell are you doing here?” I asked. “Been posted to something called a Ferry Flight,” he replied. “Bloody marvellous! I’m in that, too; come into the madhouse!” “Well, blow me,” Connie said, “it’s a small world, isn’t it?” We celebrated that night, in traditional fashion, with several pints apiece. It was great to have him with me, he was jaunty, carefree, entertaining and likeable. I had noticed, of course, that he had the ribbon of the D.F.M. One day, as we walked through some nearby town on a half-day off, I noticed too that his battledress was ripped, [page break] just below his ribs, on one side. “By the way,” I said, “do you know you’ve torn your battledress?” I pointed to the damage. He laughed heartily. “That’s my line-shoot, I’m not repairing that, Yoicks – got that over Turin from a cannon-shell. Never felt a thing!” It was about this time that I discovered the poems of A.E. Housman and, on free afternoons, I would lie on the unkempt lawn of the little cottage where I had my room, out beyond the Four Shires Stone, and would read his poems long into the drowsy, high-summer afternoons, their words tinged with the sadness that I had learned. And as I lay there, the supple, vivid wasps would tunnel and plunder the ripe plums I had picked off the little tree under whose shade I rested. There was constantly to be heard, with the persistence of a Purcell ground, the noise of the Wellingtons on the circuit, two miles away, over the lush green Gloucestershire landscape, hazy with heat, the sound rising and falling on the consciousness like the breathing of some sleeping giant. At length I would pick myself up, stiffly, feeling the skin of my face taut with the sun, and put the poetry away. Then in the incipient twilight I would stroll down the road towards the sinking sun to meet Connie, to have dinner in the Mess and to slip easily into the comfortable routine of an evening’s drinking with him, and perhaps with Dim, Loopy, Pants or Mervyn, in the anteroom, or down at the White Hart in the village. I would see Connie’s dark hair fall across his forehead, his heavy black brows lift and lower expressively over his mischievous eyes as he told some humorous story of his days and nights on his Squadron at Downham Market. Sometimes, when we were flush, he and I would catch a train to one of the neighbouring market towns, to embark on an evening’s pub crawl, laughing at each other and at ourselves as the beer took effect, and as the darkness slowly fell, un-noticed; each of us drowning our private memories. Once, a bunch of O.T.U. pupil crews came into a pub where we were sitting – was it in Evesham? – obviously on an end-of-course party before they went their various ways to join their bomber Squadrons. They joked a lot, sang a bit and indulged in some mild, laughing horseplay. Connie, who like me had been watching them, suddenly [page break] grew solemn. “Poor sods,” he said gravely, “they don’t know what’s coming to them, do they, Yoicks?” Poor Connie, too. He himself had not long to go. Just over a year later he was killed, at the controls of his Stirling, where, had he known that he must die, he would have wished to be, I think. Eventually, wherever I had been, I would fall into bed, my brain dulled by the alcohol, but neverthless [sic] conscious enough to dread what the night might hold for me, waiting for the nightmares to come again. There was one kite in the circuit, wheels down, as I strolled towards the Mess for dinner as twilight was beginning to fall. It was yet another lovely evening, and what with the idyllic existence and Connie’s new-found friendship, I was feeling that as far as I was concerned, I could stay here until further notice, despite Squadron Leader --- and his unpleasant little ways. I was quite near to the Four Shires Stone when I heard the sudden howl as the kite’s engines were opened up to full throttle. Should we go to the White Hart with Loopy and Dim tonight, I wondered, or have a bit of a session in the Mess? Just then there was a loud thump and a silence, another thump, and I saw a telltale column of black smoke erupting over the hedges and treetops ahead and slightly to my left, a mile or so away, I guessed. The kite had overshot and gone in. “Jesus!” I said, and broke into a run down the road. I was panting and sweating along when suddenly the Flight van screeched to a halt beside me, going the same way. Squadron Leader --- was driving. “Get in, Junior,” he yelled, “We’ve got to get them out!” He let in the clutch and drove fiercely down the empty road. The pillar of smoke grew bigger as we got nearer. Then I saw the gap in the hedge and the smashed tree where it had hit. At the far edge of the field the shattered Wimpy burned savagely. We skidded to a stop and flung our doors open. As I ran through the gap in the hedge and across the field, --- raced around the front of the van to join me. I could feel the heat on the surface of my eyes from [page break] the wall of leaping flame. The kite’s geodetics were like smashed and twisted bones stripped of their flesh. I ran on, over the cratered and churned earth. There was a reek of petrol, of ploughed earth, and of something else, sweetish, sickly, burned. An engine lay to one side, the prop grotesquely curled back. Suddenly there was a ‘whumph!’ and I found myself on the ground. A petrol tank had exploded. I got up again and went towards the inferno that was raging under the smoke-pall. I splashed through a pool of something. I could hear Squadron Leader --- cursing somewhere nearby; I was gasping and sobbing for breath.. [sic] Then the oxygen bottles started to explode and bits of metal went screaming viciously past me. I tripped and fell heavily. And I saw I had fallen over something smoothly cylindrical, like an oversize sausage, bright brown, and with a smouldering flying boot at the end of it. A few feet away lay an untidy, horribly incomplete bundle of something in what looked like Air Force blue, lying terribly still under the stinking glare. I was retching, on all fours, unable to move further. I dimly heard another explosion nearby, sounding curiously soft, there was a blast of hot air on my face, and then there were the bells of the approaching fire-tender and ambulance. I was being dragged by my shoulder. It was ---. “Come on,” he panted, “we’ll never get near it. They’ve had it, poor bastards.” We must have made our way back to the van as the rescue vehicles arrived; I don’t remember much about that part. I was leaning up against the side of the van and wiping my face with a shaking hand when I heard --- say, “Now I’ve got to go and tell the S.I.O. that his son was flying – that.” “Oh, Christ,” I groaned. “Let’s go,” he said, “Let’s get to hell out of here.” He switched on the engine of the Utility as the black funeral pall of smoke spread over the sky, and thinning, smudged the sunset dirtily. I read an article in a magazine recently. The writer had been visiting some place which had impressed her. She concluded with [page break] the words, “But you never lose an experience like that. You carry it around with you.” Yes. And sometimes you feel you need just a little help to carry it just a little further. . . . . . . . . . . . . [page break] [inserted] [underlined] First Solo [/underlined] [/inserted] [page break] [underlined] FIRST SOLO [/underlined] I drank some more beer and said to Connie, “The trouble with Shep is that he’s far too damned opinionated, and what’s much worse, he’s far too often right. You just can’t knock him down, can you?” Afetr [sic] several pints in the White Hart I was feeling less in control than I might have been, but having given vent to that penetrating observation I felt quite foolishly and inordinately pleased with myself. Connie, who had also had several, perhaps for different reasons, looked at me a trifle owlishly. “I say, Yoicks,” he said, slurring just a little, “that’s rather good. You’re dead right.” “If you don’t mind, Connie,” I said, “I’d rather you didn’t use that word.” “What word? What have I said?” “Dead,” I replied. At the time, Connie and I were busy settling into our new routine in ‘X’ Flight of the O.T.U. at Moreton-in-the-Marsh. The powers-that-be had decided that there were too many pilots in Ferry Flight just across the way, and not enough utility pilots in ‘X’ Flight. Squadron Leader ---, with barely disguised joy, had promptly nominated me for transfer. And perhaps because he knew Connie and I were close friends, he had selected him to accompany me. “Utility” was the word for it. We flew Wellingtons on fighter affiliation exercises and on air-to-air gunnery, one pilot and a kite full of A.G.s who took it in turns to man the turrets. Fighter affiliation was by common accord reckoned to be gen stuff, that is, approximating to the real thing – mock attacks by the ‘X’ Flight Defiant, convincingly hurled around the sky by Cliff, at which the gunners “fired” their camera-guns. But the air-to-air lark, I always thought, was of very doubtful value. Our Lysander flew straight and level, towing on a cautiously long cable, a canvas drogue, at which the gunners fired live ammo. with prodigal enthusiasm. Doubtful value? I might have said “pointless” instead. How many Me109s or 110s obligingly flew alongside you at a convenient distance and invited [page break] you to have a shot at them? It was damn noisy, too, with both your turrets blazing away, and the smell of cordite lingered on your battledress for days. Most of the time the Defiant or the Lysander, whichever was in action, was flown by Cliff. He was tallish, lean, dark-haired and casual, a Canadian Flight Sergeant, but a man who might have stepped straight out of a Western film. Like Connie, he too was entering the last few months of his life. Cliff, the casual, was soon to be killed over Hamburg in his Pathfinder Lancaster. The other occasional pilot on the two single-engined kites was Hank, an American, a Flying Officer in the R.A.F., also casual and easy-going, but suave, where Cliff was slightly flinty. The two were inseparable, if only as inveterate gamblers. I learned a lot about the gentle art of shooting craps from Cliff and Hank. On days when there was no flying, when Bill, Connie and I would be lecturing the O.T.U. pupils on Flying Control systems, emergency procedures, dinghy drill and airfield lighting and also, in my case, on the layout of the multifarious internal fittings of the Wellington, Cliff and Hank would retire to a quiet corner of the hangar. Gambling was strictly prohibited by the R.A.F., of course, but the rattle of dice would faintly be heard, punctuated by urgent cries of “Box cars!” “Baby needs new shoes!” or “Two little rows of rabbit-shit!” Money was never seen to change hands, but now and again it was apparent, from the obvious tension which was building up between them, that the stakes were high. Our happy little Flight was genially run by an Irish Flight Lieutenant named Bill. Bill was the very antithises [sic] of Squadron Leader --- whom I’d just left behind. He was a tall, gangling, rather awkward-looking pilot who affected a slightly vague nonchalance about life in general. One of his endearing little foibles was that he seldom, if ever, referred to an aircraft by its proper name. It was commonplace that all Wellingtons were Wimpies, and fairly common that Lysanders were Lizzies, but he extended these nicknames by referring to our Defiant as a Deefy. [page break] I sat in on his introductory lecture to a new Course, a dummy run for me before I took over the conducting of the wedding ceremony of sprog crews to the Wimpy. They had all come off Oxfords and it was a bit awe-inspiring at first to be confronted by the size and complexity of the Wellington at close quarters. Bill’s opening remarks were memorable. He lurched up on to the dais, which was, in our hangar, alongside a complete Wellington fuselage, stripped of its fabric, and also near a separate cockpit taken from another kite. He looked slowly around the faces in front of him, as though surprised to find himself there at all, then lit a cigarette, exhaled, beamed happily at our new charges, coughed softly, and in an unbelievably broad Ulster accent uttered the following pearl of wisdom and deep scientific truth. “Well, now. This here – this here is a Wimpy, and –“ patting a mainplane as one would a favourite dog, and lowering his voice confidentially as he leaned forward earnestly towards them – “these are the wings. Now you’ll be wondering what keeps them on. But don’t you be worrying yourselves about that, ‘cos it’s ahll [sic] ahrganised.” [sic] After that, he had our pupils in the hollow of his hand; they adored him, as we all did. Dear old Bill. Old? He was about twenty three. Bill, Hank, Cliff, Connie and me. A nice mixture; one Northern Irishman, one American, a Canadian and two Englishmen. Then into our happy little world stepped a newcomer. Shep. Correction – he did not step, he never stepped. He would barge, blunder, or he would push, but step? No. However, he arrived, all right. That was the system all over. ‘X’ Flight had needed two pilots, so it got three. Shep was a stocky, powerful little Yorkshireman, darkish hair thinning a bit, snub-nosed, built like a prop forward and always with a challenging look shining from his eyes, as though to tell the world, “I’m only five foot six but don’t let that fool you, I’m little and good and I’m worth two of you.” In his manner of speaking he was blunt and earthy to the point of rudeness, but almost everything he said was accompanied by that challenging look and a grin, which took the edge off most of his outrageous remarks. While none of us, except perhaps Bill, were saints as regards our language, which was, when circumstances demanded it, bespattered with words we wouldn’t normally use in mixed [page break] company, not to mention the odd spot of blasphemy, Shep’s outpourings were liberally garnished with a single oath, namely, “bloody”, which, at times, he rather over-used, I’m afraid. Like Connie, he had been on Stirlings in 3 Group, or rather, “them bloody Stirlin’s” and, of course, when he realised that he and Connie had that in common he attached himself firmly to the two of us. So our placid little duo became a slightly turbulent trio. Express an opinion which didn’t match Shep’s and, “Ah’m tellin’ you, you’re bloody wrong. Now listen ‘ere – “ and one would be corrected in no uncertain way. On an occasion when flying was scrubbed for a couple of days due to bad weather, we found ourselves in the city of Oxford. We had a meal, and we also had several beers. When it came to the time to go for the train back to Moreton it was growing dusk and it became necessary to find our slightly alcoholic way from an unfamiliar side street to the railway station. There developed a slight divergence of opinion as to the correct course to steer; Connie and I were all for heading in a certain direction, but not so Shep. Oh, no. “It’s not that bloody way, Ah’m tellin’ you, Ah’m bloody sure we passed that big buildin’ over there when we came in.” Meekly, we followed him. And arrived at the railway station in a few minutes. That was Shep all over. A trip to Stratford-on-Avon followed, one Sunday, and we were regaled with a lecture on bloody Shakespeare, and also bloody Ann Hathaway. The trouble was that Connie and I were both reasonably ignorant about Shakespeare and all his works and couldn’t contradict, or even argue with Shep. It was a trifle frustrating, to say the least, at times. I seem to recall that it was my idea in the first instance, to have a bash at the single-engined kites which we owned. I had been up with a crowd of gunners on fighter affil., no evasive action, of course, to give them practice in getting the Defiant in their sights long enough to get a picture of it. It was simply a question of flying a straight-line track along the line of the range for about forty miles and back again, while all the gunners had a shot. To be honest, it was pretty damn boring, except when one of the pupils, [page break] despite all my previous entreaties and warnings, would clumsily heave himself in or out of the rear turret and give the undoubtedly adjacent and awkwardly placed main elevator control shaft a hearty push or shove, whereupon we were all hurled up to the roof or on to the floor amid a torrent of curses, depending on whether the kite was forced suddenly into a climb or a dive. It broke the grinding monotony of straight and level flight, though, and once back into the correct attitude everyone had a good laugh about it, including me. Needless to say, the exercise was conducted at a very respectable altitude to allow for such eventualities, and also to give Cliff free rein to throw the Deefy around with considerable abandon. I was stooging along at about six thousand feet on a day of pleasant sunshine while all this was going on around me, watching Cliff out of the corner of my eye as he screamed across and down beyond my starboard wingtip in a near-vertical bank which he would then convert into a steep turn and a rocket-like climb, before coming in at me again from some new angle. I was thinking that it was pretty to watch, and that he should have been a fighter boy. I thought also that I might well have been one, too, had I not had two early love-affairs, a distant one with the Wellington across the field at Sywell, the other with Betty who had suffered under the German bombing of her home town. But the germ of an idea was growing as the morning progressed and as I day-dreamed, holding the Wimpy on course over the placid Gloucestershire landscape while the white puffs of cumulus drifted lazily by on their summer way. When I’d finally finished the detail and landed back at Moreton I disgorged my crew of gunners and wandered into Bill’s office. He was sitting there doing his best to look like Lon Chaney on one of his off-days. “Hello, Bill,” I said, “have you got a minute?” “Sure, Junior, me boy,” he replied, “and what would be on your mind, now?” “Well, it’s like this,” I said thoughtfully, “I’ve been watching Hank and Cliff having all the fun chucking the Deefy and the Lizzie about –“ he had me doing it by this time – “ – and I was thinking I’d like to have a bash on them, too. I did my S.F.T.S. on Harvards, [page break] you know.” “Did you now?” he answered thoughtfully, “well, well, let’s see.” He lowered his voice confidentially and looked around conspiratorially. He pretended to be watching a Wimpy on the circuit. “As a matter of fact,” he said quietly, “a little bird tells me that Hank might be leaving us soon.” “Oh?” I said, not wanting to appear to be too inquisitive, and waited for him to go on. “Yes,” he said, “apparently the Chief Instructor came across him and Cliffy rolling the bones in a quiet corner, and poor old Hank, him being the senior and an Officer and all, is going to be sent to the place where they send naughty boys.” “But what a bloody stupid waste,” I exclaimed, “Hank’s a damn fine pilot. He goes and sticks his neck right out, volunteers for the R.A.F. when he had no need to, being a Yank, and just because he rolls a couple of dice they’re going to kick him up the backside. It seems damned childish to me.” “Oh, he won’t be grounded for good, or anything like that, he’ll just do drill and P.T. and parades and so forth for a couple of weeks, then they’ll send him back on flying, somewhere. Anyhow, the point is, I could use another pilot or two for the Deefy and the Lizzie, so you and Connie and Shep might as well have a go. It wouldn’t be fair on them if I said O.K. to you and not to the other two.” “No, of course not,” I said. “There’s no dual controls, you realise that, don’t you, Junior? You’ll have to pick it up from a ride or two in the back seat and read up the Pilot’s Notes a bit.” “I’ve already been genning up on them,” I grinned, “I think I know where all the taps are, it’s just a question of getting the feel of the things.” “You crafty so-and-so,” Bill said, smiling. “O.K., then, you fix it all up with Cliffy and I’ll have a word with the other two. H’m. Is that the time? Neither of us are flying this afternoon, so how about a quick noggin before lunch?” “Sound suggestion, Bill,” I said. We walked up to the Mess together; I was feeling slightly excited at the thought of getting a couple of new types in my log-book. I suppose I liked the challenge. [page break] It was strange to be sitting jammed into the four-gun turret of the Defiant while Cliff flew it around the circuit and gave me the gen. “She’s a bit of a heavy sonofabitch,” he drawled, “but she’s got no vices if you treat her right.” To be honest, I couldn’t see anything of what went on in the cockpit in front of me, all I could do was to form some idea of the distances on the circuit, where to start reducing speed and where to put the wheels and flaps down, and to watch the landing attitude, of course. He did a couple of circuits and bumps for me and that was all we had time for on that session. Soon afterwards, he gave me a ride in the Lysander. That was quite an entertaining experience. It was an ugly-looking parasol-wing kite with a big, chattery radial engine, wonderful visibility due to the high wing, a fixed undercart and ultra-short take-off and landing runs. It was fitted with God knows what in the way of trick slots and flaps. Take-off was incredible, it made me want to laugh out loud. “The important thing,” said Cliff as we stood ticking over, ready to roll, “is to make sure you’ve got your elevator trim central for take-off – this wheel right here.” I leaned over his shoulder and looked at the aluminium wheel down below his left elbow. It was the size of a small, thick dinner-plate, with a bright red mark painted across the rim as a datum. “If you don’t have that centralised, like it is now, you’ll try to loop as soon as she gets airborne, then we’ll be having a whip-round for a goddam wreath for you. So watch it, bud.” “O.K., Cliff,” I said, “I’ve got you.” “Let’s go, then, eh?” he said, and opened the throttle. We seemed to be airborne in about fifty yards and climbed like a lift in a hurry. The runway simply dropped away below us. Compared to the Wellington’s take-off it was simply unbelievable. “Hell’s teeth!” I said, “She really wants to go, doesn’t she?” “Sure does,” he replied happily. Landing was equally impressive. It seemed you just closed the throttle and the Lizzie did the rest. She was designed for Army [page break] co-operation duties, to land in any small, flat field. And, of course, they were used extensively for the cloak-and-dagger stuff, putting in our agents to western Europe by night and picking up others, all by the light of the moon and a couple of hand torches: that must have been quite something. Cliff turned into wind. “No undercart to worry about,” he called. Suddenly there was an almighty ‘clonk’ and I almost snapped the safety harness as I jumped involuntarily. “What the hell was that?” I asked. “No danger, just the slots popping out at low speed. Now see, I’ve got the elevator trim wound right back. Get it?” “O.K.,” I said, “Got it.” We lowered ourselves down on to the runway and rumbled to a halt in a few yards. “Bloody marvellous!” I exclaimed, “some kite, isn’t it?” “Sure is,” said Cliff as we taxied in, “I wouldn’t mind one of these babies for myself, to take back home.” “No trouble at all,” I replied, “they’ll be two a penny after the war, and with all the cash you’ve won at craps you’ll be able to afford a fleet of them.” He laughed. “Aw, well, we’ll have to see, when the time comes,” he said. The time never came, of course. You can guess who organised himself the first solo. You’re right, it was Shep. “Ah’m flyin’ the bloody Lizzie in ten minutes,” he announced loudly, one day soon after, bustling into the hangar and crashing open his locker door. “How’d you fix that?” Connie asked. “Ah, well, Ah’m the best bloody pilot around here so Bill said it was only right Ah should have first bloody crack before either of you clumsy buggers bent it.” “Get the Line-Book out!” I shouted, “Just listen to that – best pilot? You’re just a ham-fisted bus driver, you four-engined types are all alike!” [page break] “Steady on, Yoicks,” Connie said, “don’t include us all in that.” “Well, some of you are ham-fisted,” I said. “Anyhow, let’s go and witness this demonstration of immaculate, text-book flying by our modest friend here.” Shep grinned and slung his chute over his shoulder, then the three of us wandered down to the peri. track where our Lizzie was standing on the grass, looking quite docile and waiting for her pilot. Shep buckled his chute straps into the harness quick-release box, pulled on his helmet and heaved himself into the cockpit. Connie and I lit cigarettes while he started her up, ran up the engine and taxied out for take-off. “When are you going to have a shot?” Connie asked. “Tomorrow, in the Lizzie,” I replied, “I’m quite looking forward to it.” Shep was ready for take-off. He opened her up and the bright yellow Lysander quivered and tolled, then she was airborne, climbing steeply and joyously. He took her nicely around the circuit, a much smaller one than the Wellington’s, of course. Connie and I watched critically, smoking and chatting. As he was on his landing approach Bill drifted along. “How’s he doing?” he asked. “Bang on,” I said, “just coming in now.” Shep landed and taxied round to the start of the runway again. He had done all right, we agreed. No reason why I shouldn’t, too, I thought. Hurry up, tomorrow. He stopped to let a Wimpy take off. The contrast was grotesque, the bomber using most of the runway and climbing very shallowly away over the trees as it tucked its wheels up, leaving behind it a blur of oily, brownish-black smoke. Shep moved on to the runway into position for takeoff. It was a lovely afternoon, hardly any wind, a few puffs of cumulus at about four thousand feet. There was a slight haze over the low hills beyond the railway station. We heard him open her up and she rolled. He’d hardly got the tail up before he was airborne, nose-high. Then he was climbing steeply, the engine howling, the kite hanging on its prop. [page break] “Oh, sweet Jesus!” Bill said, very distinctly, next to me. I simply stopped breathing and watched. We were going to see Shep die in front of our eyes and were completely unable to do a thing to help him. Then, at the moment when it seemed he would inevitably stall and crash into the middle of the aerodrome from less than a hundred feet, he somehow got the nose down, and as he did so, painfully raised the starboard wing. The crazy, fatal climb changed slowly, so terribly slowly, into a steep turn to port. Shep was in a series of tight turns, at full throttle, right over the centre of the runway at about fifty feet. Gradually, the turns slackened, the note of the screaming engine eased. He flew over us, very low, still turning to port, but now more or less in control, obviously winding the trimmer frantically forward. “Bloody hell!” Connie gasped, “I thought he’d had it that time.” I could only gulp and nod. I felt for a cigarette with hands which were shaking so much I could hardly open the case. My knees felt like water. Bill sighed and said quietly, “I’m afraid he didn’t do his cockpit drill. He forgot the elevator trim.” We said nothing, but watched as Shep came in to land. “Let’s go,” Bill said. We went back to the Flight Office. Five minutes later Shep bustled in, a bit red in the face. He dumped his chute and helmet on to a chair. “Bloody Lizzies!” he exploded wrathfully, “that bloody trimmer wants modifying, it’s a bloody menace!” We could only look at one another in silence and amazement. Surely he would admit to being in the wrong, just this once? Next day, Bill called for Connie and I and silently handed us a memo from the Chief Instructor. “With immediate effect,” it said, “Lysander and Defiant aircraft of ‘X’ Flight will be flown only by the following personnel. F/L W. McCaughan, F/O H. Ross, F/Sgt C. Shnier.” Bill, Hank and Cliff. I handed the memo back to Bill. [page break] “Yes, Bill,” I said, “O.K., fair enough.” So we flew Wimpies up and down the range and liked it, and we watched Cliff hurling the Defiant into gloriously abandoned manoeuvres in the late summer sky while we flew straight and level. And we gritted our teeth, and we liked it. But now and again I had a sneaking little thought – I wondered what would have happened if that had been me up there instead of Shep. Would I still be bouncing around, like he still was, or …..? I know, of course, what became of poor Connie, and every year on the anniversary of the day it happened, I visit him where he lies. What happened to Shep, I don’t know, but I’m prepared to bet that whatever it was, he would have had the last word, or, as he would put it, the last bloody word. But really, he wasn’t such a bad bloke. As I said to Connie, you just couldn’t knock him down, that was all. . . . . . . . . . . . . [page break] [inserted] [underlined] The pepper pot [/underlined] [/inserted] [page break] [underlined] THE PEPPER POT [/underlined] It must have been a surprise to Connie as, just when we were about to climb up the ladder into the Wimpy one fine morning, he saw me fold into a heap at his feet. I can’t say it was much of a surprise to me, I hadn’t been feeling too brilliant for some time before that. Things then moved very quickly. The M.O. saw me and whipped me off to London for a medical board, where I was told quite pleasantly that my flying days were over as far as the Royal Air Force was concerned, and I was asked what I would like to do. No promises, of course. I said, “Intelligence, in Bomber Command.” That seemed to them a reasonable idea, as far as I could make out. Then followed several completely idle weeks in Brighton in mid-winter, waiting to see what was going to happen to me. My days’ work consisted of reporting to the Adjutant in the Metropole at nine a.m., asking, “Anything for me?” being told, “No”, and that was it until next morning, when the routine was repeated. I was billeted in a little hotel on King’s Road, facing the sea, with three or four other R.A.F. types and one or two R.A.A.F types. There were a few civilians there, too, among them the comedian Max Miller, who, off-stage seemed to me to be distinctly un-funny, if not downright anti-social. I made friends with a couple of other pilots, Aussies, John Alexander and Don Benn, who were on their way home. Don had crashed in a Beaufighter and injured his legs – his M.O. had said he should play some golf to strengthen them. As he had been a stockman in outback Queensland, the idea of his playing golf was rather amusing both to him and to me. But, as an utter tyro myself, I agreed to go around the lovely course, up on the Downs near Rottingdean, with him. At night, John and I would paint the town red in a mild sort of way, sometimes exercising the legs of the local police force. I caught a glimpse, one day, of Hank Ross, doing penance, marching in a squad of aircrew types along the front. It depressed me greatly. Hank looked desperately unhappy. I waved to him and he acknowledged [page break] me with only a sad little smile. I thought that if he had waved back, he would probably have been sent to the Tower. It still seemed desperately unjust. I never saw Hank again. Eventually my course came through, to an Intelligence training centre in a big old house in Highgate. Some fairly hush-hush stuff went on there and we were forbidden to talk to anyone who wasn’t on our own course of about twenty. But one evening, in the anteroom, I was delighted and amazed to see dear old Tim, and made a bee-line for him, rules or no rules. We chatted for a few minutes until someone intervened. Next day I was kept behind after a lecture and given a severe reprimand, and although I saw Tim several times after that, I never spoke to him again while we were there. Not until we met, at Niagara Falls, almost fifty years later – two survivors. During this time, Alan was called up for training amd [sic] I discovered he had reported to an Aircrew Reception Centre at St. John’s Wood. We met for half a day, had a long talk, a visit to the flicks and a meal at a strange and deserted Greek restaurant somewhere near Covent Garden. The end of March found me posted as an Intelligence Officer to Linton-on-Ouse, where there were two Halifax Squadrons, one commanded, as I discovered when I arrived, by Wing Commander Leonard Cheshire. Soon afterwards, the Canadians were about to take over Linton and I accompanied one of the Squadrons to Holme-on-Spalding-Moor, in east Yorkshire. After a couple of weeks there, the S.I.O. decided that they were rather short-handed at the satellite Station, Breighton, where the other Squadron from Linton had settled in. So there, among the farm buildings of the nondescript but not unpleasant hamlet of Breighton, I put down roots for a few months. And there I met J - . . . . . . . . . . . . . I was pinning up the bombing photos of the previous night’s raid when I noticed he was there again. the Intelligence Library, no matter how we tried to dress it up, was never all that well-populated, and that morning was no exception. The photos usually drew a few [page break] interested crew members, Tee Emm was invariably popular, but the other stuff was really a bit on the dull side. There wasn’t, for example, a tremendous rush for the Bomber Command Intelligence Digest. Most of the crews, anyhow, were sleeping off last night’s trip, or last night’s session in the local, whichever was applicable. This little gunner, though, I had seen him in there several times before, always at the same table near the door. It made me wonder. I suppose it was rather obtuse of me not to have cottoned, especially in view of my own feelings about J - . Anyhow, when I had put up the photos I went over to him, more out of curiosity than anything. “Hello,” I said to him, “did you want something?” He hesitated, then said, “I suppose – “ “Yes?” “I suppose Sergeant S – isn’t on duty, is she? I saw it all, then. One of our W.A.A.F. Watchkeepers, Billie S – was very much sought after for dates, and, it must be admitted, slightly blasé about the whole business. Rumour had it she was the daughter of a fairly high-ranking Army Officer in the Middle East. She was an extremely pleasant girl, blue-eyed, blonde and very nicely shaped, with a calm, almost angelic manner and a vibrant, husky voice which could send the odd shiver up your spine when she used it in conjunction with those big blue eyes of hers. But not my type. Now J - , one of the other two Watchkeepers, she was a different matter entirely. I had the feeling I was going to like Breighton very much indeed, even though I’d only been there just over a week. “Sergeant S - ?” I said to him, “do you want to see her?” (Bloody silly question, I thought, of course he did.) “Well, if I could, just for a minute, if it’s no trouble.” “I’ll see what I can do.” I went back into the Ops. Room. Billie was purring at someone on the telephone and even then, unconsciously using her china-blue eyes expressively. Apart from her, there was only Margaret, one of the Int. Clerks, writing industriously. Billie hung up finally. I said, “Billie, there’s a gunner in the Int. Library would like [page break] a word with you.” She wrinkled her nose just a little and said, “who is it, sir? Not that Sergeant P - ?” “Don’t know his name,” I replied, “smallish chap, though, in Sergeant – ‘s crew, if I remember rightly.” “Yes, that sounds like him, Johnny P - ,” she answered, with a faint sigh. She shrugged her shoulders and with a lift of her immaculately plucked eyebrows she said, “Would you mind, very much, sir?” She sounded resigned. “No, you go right ahead,” I said with a grin, “mind he doesn’t chew your ears off, though.” She laughed quietly and went out, smoothing down her skirt over her hips as she went. Margaret was smiling quietly to herself and I cleared my throat rather noisily and started to sort out a pile of new target maps, mostly of Hamburg, I noticed. My tea had gone cold and I cursed it. Margaret looked up and laughed. “Shall I get you some more, sir?” “If you wouldn’t mind, Margaret, there’s a dear.” She went out into the little store-room-cum-kitchen between the Ops. Room and the Int. Library, which we had been told recently to empty as far as possible. This had intrigued us greatly, but we asked no questions. Billie came back, patting her blonde hair and looking a little flushed. “Well,” I said, “have you been fighting like a tigress for your honour?” “Oh, nothing like that, sir,” she replied with a smile, and left it at that, which was fair enough. Nothing at all to do with me, really. Margaret came back with teas all round. The war could continue. Billie got behind her switchboard, handed me a cigarette and did her usual pocket-emptying routine in search of a comb or a lipstick or something, as I lit her cigarette. The stuff that girl carried around with her. The moon period came around and there weren’t any ops for a few days. Funny to think that when I had been operating a full moon was popularly known as a “bombers’ moon”. Now it was shunned as [page break] being too helpful to the German night-fighters. We more or less caught up with the outstanding stuff; the Watchkeepers got the S.D. 300 slap up to date and Pam spent a bit of time in the Library putting up some new stuff on the notice boards and going over some bomb-plots with the crews from the photos they had come back with. She mentioned casually that one of the gunners seemed to be spending a lot of time in there. I merely said “Oh, yes?” and looked blankly at her. I got to know J – a little better during this time, and I knew that this was it. I was very pleased to see that she didn’t have an engagement ring on her finger. Our conversations progressed imperceptibly from one hundred per cent “shop” to a slightly more personal level. I found I was looking forward more and more to the times when she would be on duty, and I tried to fiddle it so that I was on at the same times. I also found that I was looking forward less than usual to my next leave, which would take me away from her for a week. One afternoon, when things were quiet, I asked J – how Billie was coping with Johnny. “Well, he’s very persistent,” she said, “he wants a date with her, but she’s doing her best to stall him off. Poor kid, what he really wants is his mother, you know.” I nodded thoughtfully; I hadn’t seen it quite like that. “So is Billie going to date him?” I asked. “Well, I don’t know what she’ll decide,” J – said, “she’s tried her best to head him off, and all that, but he just shakes his head and keeps asking her to go out with him just once; what can she do?” “Knowing Billie, I’m sure she’ll think of something,” I said, and we smiled at one another. I little suspected what in fact she was thinking of. Had I known, I would have slept less at nights than I was already doing, for various reasons. Of course, I was thinking along the lines of asking J – for a date, too, but I was worried about rushing things. I had to pick my moment and I wasn’t sure just how to recognise when it had come. I would lie awake thinking it over, and thinking about J - , which just shows you what sort of state I was in. [page break] Two or three nights later I was on duty with Freda, the third of the Watchkeepers. Our aircraft had just gone off and we were relaxing a bit and wondering if we’d get any early returns. Freda had just finished phoning the captains’ names and take-off times through to Base at Holme-on-Spalding-Moor, along the road about eight miles, when the phone rang. “It’s Billie, for you, sir,” Freda said. “For me, Freda?” “Yes, sir, she asked for you.” I thought Billie must have forgotten to finish something on her last shift and wanted to square it with me, or get Freda to do it while she was on duty. “Hello, Billie,” I said into the phone, “what’s the gen?” “Oh, hello, sir,” came her creamy, purring voice, “can I ask you a favour?” I still thought it was going to be something to do with work. “Of course,” I answered blithely, little knowing that my whole life was in the process of being changed from that very second. “Well, sir, I’ve got a date with someone tomorrow night, and to be perfectly honest about it, I’d rather make it into a foursome. So would you be willing to come along?” “Hell’s teeth, Billie,” I said, “this is a bit of a surprise, isn’t it? But never mind, yes, O.K., you can count me in on it.” “Oh, thank you very much, I knew you wouldn’t let me down, it’s such a load off my mind. You’re sure you’ve no objections?” “No, of course I don’t mind, I’m game for anything,” I said brightly. “It isn’t Johnny, by any chance, is it?” “Well, sir, as a matter of fact, it is,” she said confidentially. “I couldn’t very well get out of it and I thought it would be best if I tried to organise a foursome – the Londesborough Arms in Selby, if that’s all right with you. By the way, I’ve got some transport laid on from the W.A.A.F. guardroom to get us there, seven o’clock, assuming there’s a stand-down, of course, but we’ll have to make our own way back, so it’s bikes all round. We can push them on to the lorry to go to Selby.” “Sounds bang-on,” I said. Billie started to make end-of-conversation noises and was obviously about to hang up on me. [page break] “Just hold on a sec., Billie,” I chipped in quickly, “there’s just one small detail I’d like to get clear – who am I taking along?” “Oh, don’t you worry about that, sir,” she said airily, “I’m sure I can find someone nice for you. Thank you very much indeed.” She put the phone down. I lit a cigarette and drank a mug of tea thoughtfully, letting my imagination give me a pleasant few minutes until we got a call from Flying Control that we had an early return coming back. So, for the time being, at any rate, I put the thought of my blind date aside. When the main body of our aircraft came back, one of the crews I interrogated happened to be that of Johnny P - . His pilot was a chunky bloke with a staccato manner. Johnny just sat there quietly smoking and saying nothing, but looking silently into infinity, as though he’d never seen me, or his crew, before. It was a bit weird. Finally, Pam, Derek and I got the Raid Report completed and bunged it off to Holme by D.R. I got to bed about 0400. I was awake again with just about enough time to cycle down to breakfast. It was a miserable morning, ten-tenths low cloud and raining like the clappers. But J – was on duty and the day seemed to brighten when I saw here. Pam was photo-plotting as hard as she could and I got my head down, alongside her, over the mosaic photograph, about four feet by three, of last night’s target. No-one said very much. The blackboard had been cleaned off, in readiness for the next one. The photo-plotting took a long time, there was so little ground detail on the crews’ pictures due to cloud-cover over the target. About ten-thirty we got a stand-down through; J – phoned it around to those who were concerned. Buy lunch time we’d only plotted about half a dozen photos. One thing about the Ruhr – if you missed the aiming-point you usually hit something or other in the way of a built-up area. It was a consolation. At lunchtime the rain had eased and there were even a few breaks in the cloud to the west. Derek took over from me about two-thirty and promptly plotted one of the photos to within a couple of hundred yards of the A.P., from a sliver of ground detail you could hardly see. [page break] “Beginner’s luck,” I said laughingly, and went off for a sleep. I hit the mattress and knew no more for a couple of hours. When I awoke, it took me a few seconds to remember that I was going on a blind date that evening, but suddenly I felt unreasonably, unaccountably happy, swept along by a wave of well-being which had me whistling “Tuxedo Junction” and singing snatches of “Sally Brown” as I got myself spruced up and into my best blue. I don’t know why I should have felt like that; possibly as someone once said, the mood of flying men changes with the weather, and outside, I saw that the sky had cleared to a beautiful evening. “Sally Brown is a bright mulatto,” I sang, “Way, hey, we roll and go – “She drinks rum and chews tobacco, “Spend my money on Sally Brown!” Which started me wondering, again, who my date would be. I honestly hadn’t a clue, Billie had given me no inkling whatsoever, but I trusted her implicitly not to saddle me with some worthy but plain girl who would spend the evening painfully tongue-tied and twisting her fingers together. Never mind, I thought, it’s quite a change for me and at least we might all have one or two laughs together and try to forget about ops and casualties for a couple of hours. At five to seven I was trying to look as inconspicuous as possible, twenty yards or so from the W.A.A.F. guardroom, and trying also to think up a convincing story to tell the W.A.A.F. (G) Officer if she should appear and want to know what I was doing. As I was looking at my watch for the third or fourth time I heard a soft, musical voice say, “Hello, are we each other’s date?” and there she was, there was J - , looking quite wonderful. My heart skipped a couple of beats, I could feel myself blushing scarlet and I found I was grinning foolishly. I managed to stammer something trite, or perhaps merely stupid. Anyhow, J – laughed, and I laughed with her, more or less in relief. I felt a bridge had been crossed, or at least, built. Everything happened pretty swiftly after that. Billie and Johnny P – cycled breathlessly up, a fifteen-hundredweight lorry with several [page break] assorted aircrew on board screeched to a halt, and accompanied by a chorus of piercing wolf-whistles, Johnny and I loaded the four cycles on to the lorry, helped the girls up and scrambled aboard ourselves. Loud cries of “Let’s get airborne!” and “Chocks away!” and we were off, racing over the wet roads under the trees, through the village, being thrown companionably and tightly against one another as the driver took corners at some speed, and away to Selby, the nearest town of any size. It turned out to be rather a dingy little place, I thought, but the pub itself was clean and surprisingly quiet, no Breighton types, or indeed no uniforms at all, apart from ours, to be seen. The evening went by in a blur which was only partly due to the intake of alcohol. Billie was her usual polished and poised self and Johnny never took his eyes off her. He looked like a thirsty man approaching an oasis. Such an unremarkable little chap to look at, a mere five feet six or seven, mousy, rather untidy brown hair, slim built like we all were on wartime rations and high levels of stress, but with an infectious grin which would suddenly light up his plain features. What J – and I talked about I cannot for the life of me remember; I was completely bowled over by the simple fact of listening to her cool, musical voice. I think we talked about books and cricket, but had we simply sat in silence, that would have ensured my complete happiness, merely to be at her side, in her charming company. Considering the rationing position, we had a very good meal in the small, half-empty dining room. I remember how spotlessly white the tablecloth was. Johnny demonstrated his talents as an amateur conjuror, palming small objects and plucking them out of our ears, and so on. We had all had two or three drinks by then and our laughter came fairly freely. He did one small, silly trick with the chromium pepper pot, holding it between his fingers and rushing it down towards the table in the representation of a bomb’s rushing it down towards the table in the representation of a bomb’s trajectory, with the accompanying piercing whistle. We all duly made “boom” noises when it hit the cloth – except that it didn’t, it was no longer to be seen. Eventually it was time to go. We undid the locks on our cycles in the twilight of the summer evening, and by tacit agreement, split [page break] up into two couples. J – and I didn’t hurry, tomorrow could take care of itself and we never saw Billie and Johnny again that evening. On the way back we stopped at a field-gate by the edge of a copse and leaned our elbows on the top bar, side by side, to watch the sickle moon slowly rise. One or two aircraft droned distantly in the starry vault of the darkening sky and we followed the nav. lights of one of them until they vanished into the haze and all was silent again, except for some small animal rustling his nocturnal way through the undergrowth. We didn’t talk much, I think we were both content with the magic of the still night and with each other’s presence and new-found companionship. As we stood there, I tentatively put my arm around her shoulders and that small overture was not repulsed. We talked about Johnny. “Do you know any of his crew?” I asked J - . “Some of them,” she answered, “they seem nice lads. Johnny’s lucky to have a crew like that.” “Yes,” I said, “he is. It’s a very special sort of relationship, there’s nothing quite like it.” She turned to look at me. “Your own crew, do you keep in touch with them?” So I told her. She put a hand on my arm. “I’m dreadfully sorry, I really had no idea that had happened.” We cycled back to Breighton. I felt a great peace stealing over me. We stopped at the now deserted road by the W.A.A.F. guardroom. “It’s been a lovely evening,” J – said, “thank you so much for it.” “I’m the one who should thank you,” I said, “for putting up with me.” She shook her head. “Don’t say that, please. Anyhow, I must go now.” She hesitated. Her lips, when I kissed her, were cool and sweet, like dew on a rosebud. The next morning Base Ops., in the shape of Flight Lieutenant Smith, came on the phone. [page break] “Is that you, Breighton?” he asked in his dried-up schoolmaster’s voice. He would seldom, if ever, call you by your own name, you were only “Breighton” to him. I sometimes wondered what he called his pupils and more especially, whether he called his wife by her surname. So I was always deliberately and exaggeratedly casual in reply to him, just to irritate him. “Yeah, Smithy, this is the Acting Unpaid Senior Int./Ops Officer, at your service. What can I do you for?” Smithy was not amused. He sniffed loudly. “We’re sending you some parcels. Store them in your little kitchen place, or whatever you call it. Don’t open them. That’s important, but keep them under lock and key until you’re told what to do with them, and keep the key on your person at all times. Is that understood?” “Cloak and dagger stuff, eh, Smithy?” He sniffed again and went on. “Expect them in about half an hour. They go under the name “Window.” Is that quite clear, Breighton?” “Yeah, I’ve got it.” He rang off and I mused a little, wondering what on earth it could be that was so secret and new. A sheeted-over lorry arrived from Holme and we started to unload the innocent-looking brown-paper parcels, the size of shoe boxes, and quite heavy, too. We all pitched in and got the lorry emptied eventually. By this time you could just about squeeze up to the sink in there to make the tea. Which one of the girls did, as we needed some by then. I dutifully locked the door on the bundles but I could see this was going to be a real bind, so we laid on tea-making facilities with the W.A.A.F.s in the telephone exchange, next to the Ops Room, and moved our few mugs and kettle and so on in with them. When things had quietened down and I thought no-one would notice particularly, I slipped quietly in to the Window Store, as I was now mentally calling it, locked the door carefully behind me and took down one of the parcels. Very carefully I made a small slit in one corner of the wrapping paper so that it would look like accidental damage. I looked inside. There were hundreds, or perhaps thousands, [page break] of what seemed to be paper strips, about an inch wide and a foot or so long, matt black on one side, silvered on the other. My first thought was that they were some new form of incendiary device. I sniffed them – no smell. What on earth could they be? Was it something to dazzle the searchlights, then? In that case, why weren’t both sides shiny? I could get no further with my theorising, but as it happened I was somewhere on approximately the right lines. I carefully replaced the bundle and went back into the Ops Room, not forgetting to lock the door behind me as I left the thousands of bundles of Window. I put on an innocent expression and started to whistle “Sally Brown”. “Quite a nice day out there,” I said. I wonder if I fooled them. The mysterious Window wasn’t a mystery for much longer. A couple of days later we got a target through, quite early on, which was a sign that the weather was going to be settled. Hamburg. Hence all those new target maps. And when the operational gen came through, bomb load, route and timings and so on, right at the end was the magic word Window. It was to be carried by all aircraft. The number of bundles per aircraft was stated, as were the points on the route where dropping was to start and finish. The dropping height and the rate of dropping was stated, everything was laid down. Then we guessed it. It was a radar-foxing thing. “Let’s hope it works,” we said to one another. Derek did the briefing and I went along to listen, sensing that this might be an historic occasion. The Station Commander stood up on the platform first, and conversation stopped abruptly. He looked slowly around the blacked out briefing room in the Nissen hut. You could have heard a pin drop. “Gentlemen,” he said, very slowly and quietly, “the intention of tonight’s operation is to destroy the city of Hamburg.” The silence was so intense you could almost feel it. He went on to say that they would be carrying a new device which would save us many casualties if it was used strictly in accordance with instructions, and he told them about Window, which was designed to swamp the enemy radar screens with hundreds of false echoes, each one looking like a four-engined bomber. Well, as far as Breighton was concerned, it worked like a charm that night. When the crews came back, and the Squadron’s all did, [page break] they were highly elated about the results of the attack and the lack of opposition. Few fighters had been sighted, flak was wildly inaccurate and spasmodic and the searchlights were completely disorganised and erratic. The photographs proved their elation was well-founded. Three days later it was Hamburg again, and my turn to brief them. I caught a glimpse of Johnny, sitting about three rows back, still with that distant look on his face, as though this had nothing to do with him. I mentioned this to J – when we met on night duty, the first time I had seen her since the night we had gone to Selby. “I’ve noticed it, too,” she said, “I don’t know what it is with him. Maybe it’s because of Billie, of course, he’s absolutely overboard for her. She’s changed too, she’s gone much quieter than she was.” “Yes, I’d noticed that,” I said, “funny what love does to you, isn’t it?” I gave J – a sideways look. She had coloured just a little, but smiled and said nothing. We were in the lull before take-off time. We talked about the possible effects of Window on this second raid on Hamburg. We did not know it at the time, of course, but this night was to be known as the night of the fire-storm, when hurricane-force winds, caused by the immense uprush of air from the fires, were to sweep their flame-saturated way through the city, even uprooting trees which had stood in their path. And there were still two further raids to come in the next week, plus an American daylight attack thrown in for good measure. “Did you notice the bomb-load was almost all incendiaries?” I asked J - . “Yes, I did,” she replied, “I wouldn’t be in Hamburg tonight for all the tea in China; imagine, almost eight hundred aircraft with full loads of incendiaries.” “Make them think a bit,” I said. “You know, J - , what I can’t understand is why they just don’t give in now, surrender while they’ve still got some towns which are fit to live in; it’s quite obvious that we’re just going to work our way through the list one by one and flatten all his cities – I can’t think why he will just allow this to happen.” We talked, smoked and drank tea far into the night. When they came back, the crews’ elation was now tinged with awe. No-one had [page break] ever seen such tremendous fires, “a sea of flame” was a common description by the crews, with a smoke pall towering to above twenty thousand feet; you could smell it in the aircraft, some said. It was either on one of the big Hamburg raids or very soon afterwards that Johnny P – ‘s crew did not come back. I have to admit, in shame, that they were, as far as my feelings were concerned, just one of the many that we lost – all good, brave lads, but now almost anonymous in their terrible numbers, like the headstones in a war-graves cemetery seen from a distance. I knew only few of them personally; when it happened, I felt the pang of the loss, but the impact was not so great, God forgive me, as that of the loss of a crew on my own Squadron, of men whom I had been flying alongside, or with. Perhaps there is a limit to the sorrow one can truly absorb and bear, perhaps a saturation point is reached when the loss of men becomes a ghastly normality, where the mind begins to accept it as part of the natural order of things. But later – then it will suddenly all strike home in some unguarded moment, with full savage impact, as it has done, many times since. When the last crew had been interrogated the night that Johnny went missing I saw Billie standing to one side, pale as chalk, gazing wordlessly at the faces around her, waiting for Johnny, who would never bother her again. I went over to her and touched her shoulder. “Try to get some sleep, Billie,” I said, “he may have landed away, you know.” It was all I could say. She nodded miserably. She was on duty next morning, when we started the photo-plotting, tense, deadly pale, her eyes haunted by heaven knows what dreadful visions. I had given her a cigarette and taken one myself when the clerk handed me something or other and distracted my efforts to produce my lighter. Billie said quietly, “I’ll get mine,” and, typically, dumped a load of stuff from her pocket on to the desk. It wasn’t a lighter which she’d got out, though, it was a chromium pepper pot. I froze. She clapped a handkerchief to her mouth and rushed blindly out of the Ops Room as we sat silent and motionless. [page break] Later that day I met J – outside the village church. “Shall we go inside?” she said. We stepped into the dimness of the nave. My mind was still on Johnny. “The way he looked,” I said softly to J - , “do you think perhaps he knew?” “Perhaps,” she said, “perhaps he did.” It was cool and quiet in there. J – knelt in a pew and bowed her head; I knelt alongside her so that our sleeves touched. Somehow, I felt I needed that nearness of her. A Prayer Book was at each place; there was just enough light left to read. I opened the book and came upon Psalm 91. “Thou shalt not be afraid for any terror by night: nor for the arrow that flieth by day. A thousand shall fall beside thee, and ten thousand at thy right hand; but it shall not come nigh thee.” J – ‘s face was calm, next to me, as I thought of Johnny, and of all the others. After a while I closed the book and slowly stood up. I took J – gently by the hand and we walked out, shutting the heavy oak door behind us, into the dim, evening green-ness of the churchyard and the faraway sound of engines in the summer twilight, as the first stars were beginning to appear. . . . . . . . . . . . . [page break] [inserted] [underlined] Approach and Landing. [/underlined] [/inserted] [page break] [underlined] APPROACH AND LANDING [/underlined] With the inevitablity [sic] of an experience of déja vu, it unrolled itself with preordained certainty in my dream, as completely familiar as the action of a film one has seen often before, slowly remembering it in all its detail, and on waking and thinking afresh about it, I realised with some surprise that I had never written about, or even spoken to anyone about this particular event – since the time that J – and I talked about it, that is – one which both at the time it happened and since that time, I had always privately marvelled – and shuddered at what might have been. At night in the Ops. Room at Breighton, once 78 Squadron’s Halifaxes had taken off there was little to do for whoever was on duty. Normally there was one Int./Ops. Officer – that is, Pam, Derek or myself – one duty Watchkeeper, a W.A.A.F. Sergeant, Billie, Freda or J - , and an Ops. Clerk. There was time to catch up on all sorts of things which of necessity had to be shelved during the process of assisting perhaps twenty or so aircraft to take off, adequately prepared and correctly informed, to bomb some target in the Third Reich. There was, naturally, time to chat, time to drink tea and to smoke endless cigarettes while the hours crawled by until the tension of the time of the first aircraft due into the circuit approached. And when J – and I were on duty together (and I took some pains to ensure that we often were) the conversations were naturally more relaxed, more personal. It was on one such occasion, when the names of people one had known in the Service were casually dropped into the talk like snowflakes on to a pond, to exist for an instant and then to vanish and to be almost forgotten, that one name struck a chord between us. I mentioned F – ‘s name quite casually, as that of someone I had known well by sight but not personally, a pilot on our sister Squadron at Binbrook eighteen months before, and who was the central character in a very highly skilled but very high-risk piece of flying which I had witnessed from, literally, a grandstand seat, and which, these many years later, was the subject of my dream. . . . . . . . . . . . . [page break] At Binbrook, when operations were on, it was necessary to have what was termed a Despatching Officer, one who was not flying on that operation. He was provided with a light van and a driver, and was to ensure that in this van there was contained every conceivable piece of necessary equipment which any member of any crew flying on the operation was likely to find to be unserviceable or to have forgotten prior to takeoff – articles such as flying helmet, goggles, oxygen mask, intercom. leads, the various essential maps and charts, and so on. In the event of a sudden radio call from an aircraft to the Flying Control Officer on duty in the Watch Office that some such was required. The Despatching Officer would be driven rapidly to the relevant aircraft’s dispersal to deliver the required piece of equipment. On one particular late winter’s afternoon, although both Squadrons were operating, my own crew was not among those detailed. And I was designated on the Battle Order as Despatching Officer. There was, as it happened, no call for my services and the Wellingtons started to take off, using one of the shorter runs, roughly north-west to south-east and passing within two or three hundred yards of the Watch Office. Once that I was certain that nothing was required, I went into the Watch Office and up on to the balcony to watch the aircraft taking off, bound for some target – I cannot recall which – across the North Sea.. All had left the ground and were on their way, vanishing into the evening sky to the east, when there was a call over the R/T from one of them which had just crossed the English coast. It was that piloted by F - . One of his main undercarriage wheels, the port wheel, could not be retracted. He was climbing away with one wheel locked into the ‘up’ position and one which would not join it. Apparently he could neither retract the wheel which was locked down nor lower again the wheel that was retracted. He was carrying a 4000 lb. High Capacity blast bomb, irreverently and casually known to us as a ‘Cookie’. His Commanding Officer, watching take-off from the Watch Office, called him up on the R/T and ordered him to jettison the Cookie into the North Sea, then to return to the aerodrome to attempt what would have been, in any case, a fairly hazardous [page break] landing with a full petrol load. But it was the only possible and sensible procedure in these unfortunate and unhappy circumstances. But F – was very much his own man. I knew him, from a distance, almost as the reincarnation of a cavalier of King Charles’ day, dark, good looking, dashing, individualistic, the complete extrovert. He might well have served as the model for Frans Hals’ “The Laughing Cavalier”. He replied – to his C.O., mark you – that he intended to bring his bomb back with him. Then, apparently, Wing Commander K - , his C.O. and he exchanged words and observations of some sort. But F - , literally in the driving seat, was adamant and persuasive enough to have his way. We waited rather breathlessly for what might transpire, as well as what his C.O. might say to him, should he, in fact manage to return safely. After a short while, all the aircraft operating having cleared the area, we heard the note of F – ‘s Twin Wasp engines, as noisy as four Harvards, which is saying something. He appeared on the circuit, a grotesque and unsettling sight. To those of us who have flown aircraft, especially Wellingtons, it is an almost unconscious reaction on seeing any aircraft in the air, to project oneself, as it were, into the cockpit, holding the controls, glancing at the blind-flying panel’s telltale instruments, and in this case, in F – ‘s case, seeing the wretched sight of one green light and two reds in the trio of small undercarriage warning light on the dashboard. There were now five or six of us on the Watch Office balcony and we watched tensely as F – steadily made his circuit and, throttling back, commenced his final approach. His particular aircraft, in common with a few on both Squadrons’ strengths, had been modified to carry a ‘cookie’, which was essentially a railway locomotive boiler, thin-skinned and packed with high explosive. The bomb was too deep to be accommodated in the normal Wellington bomb-bay, so the modification consisted in suspending it in a rectangular hole like an upturned, lidless coffin without bomb-doors, in the underside of the aircraft. And the bomb was by no means flush with the aircraft’s belly, it protruded, throughout its entire length, by several inches, horrifyingly open to flak, machine gun bullets, cannon-shells – or a belly landing. The sensitivity of the weapon was legendary, the name “blockbuster” applied [page break] to it by the press was completely apposite. So F – made his approach, one wheel up, one down, a grotesque and unpleasant sight, the cookie protruding ominously. Why we stood there watching, goodness only knows. Perhaps we were simply too fascinated to move or perhaps we were quite unthinking as to what the outcome might be, should there be an accident, a bad landing, and the cookie were to explode. If that had been the case, I would not be writing this. Or perhaps we were just plain stupid or reckless not to have sought cover. The aircraft slowly slid down its final approach in the quickly-fading daylight. We watched and waited, almost holding our breath. I remember lighting a cigarette with a hand which was not altogether steady. Then, holding the starboard wing over the ‘missing’ wheel well up, F – touched down, it must have been lightly, on the port wheel only, the engines throttled back to a tick-over. Miraculously, he kept the aircraft straight. We hardly dared look at the protruding cookie. As the Wellington slowed the starboard wing slowly drooped, and finally, at the end of the aircraft’s run, the wing finally scraped the runway, the Wellington slewed around through ninety degrees to starboard and came to a lopsided rest. The fire tender and ‘blood wagon’ raced up, but neither, thankfully, were needed. It would be trite to say that we breathed again but I am sure that there were some of us who in the final seconds of the touch-down and landing run were actually holding our breath. We stood there, the small group of us, on the balcony, potentially exposed to what would have been a blast-wave of killing proportions not only for us, but for many quite far distant from the runway. Perhaps the fact that we stayed to watch was even due a degree of professional interest in the expertise of one of our peers. But the visual memory of F – ‘s landing that evening has remained with me as something at which to marvel. . . . . . . . . . . . . “Oh! Did you know F - , then?” J – asked, that night in the quiet Ops. Room at Breighton. [page break] “Only by sight” I replied, then I told her about the landing. “I will never forget that, I assure you. You knew him, too, then?” I added. J – nodded. “Oh yes, who didn’t? He was quite a character, wasn’t he?” “’Was’?” “Yes. Perhaps you didn’t know he had been killed at --- .” She named an aerodrome not too far distant. Apparently F – had taken off on a non-operational flight. On board was also an A.T.A. girl pilot and the aircraft had, for some unknown reason, crashed, killing everyone on board. J – mentioned that there was a certain theory concerning something which might have been a contributory factor to the tragedy. I will not set down here what that theory was. But I shall continue to remember F – as I knew him at Binbrook, debonair, dashing, cavalier-like and above all, just that bit larger than life, and possessed of flying skills to which few of us could ever hope to aspire. . . . . . . . . . . . . [page break] [inserted] [underlined] Knight’s move [/underlined] [/inserted] [page break] [underlined] KNIGHT’S MOVE [/underlined] “One sang in the evening Before the light was gone: And the earth was lush with plenty Where the sun shone. The sound in the twilight Went: and the earth all thin Leans to a wind of winter, The sun gone in. One song the less to sing And a singer less Who sleeps all in the lush of plenty And summer dress.” “Casualty” from “Selected Poems” by Squadron Leader John Pudney. Once I had seen the hangar, intact, black and huge, just over the hedge as I rounded the bend of the lane, everything seemed to fall into place, even after so many years. Everything, except, of course, that J – was gone. I shut my eyes for a moment and forced my thoughts away from her. God knew what became of Pam, and as for Derek, I never heard of him for years after I left Breighton. But now I had, for the first time, come back. Seeking what? I could find no answer to that in my mind, except that I had obeyed some inner compulsion to revisit the place and that somehow it seemed to bring me some peace and calm of spirit to be back there amid the quiet hedges, the ruined buildings, the memories, and the silent, empty sky, where among so many losses I had, with deep feelings of the unique guilt of the survivor, found [page break] my personal happiness when so many had lost everything, for ever. I walked down the empty road in the warm October sunshine, past what remained of the East-West runway, and marvelled at the utter silence. The little river at the edge of the road slipped silently over its green weeds and I remembered Gerry, how he had aborted a takeoff one night, smashed through the hedge and across the road and had finished up with the aircraft’s nose almost in that river. Amazingly, they had missed everything solid and had all walked away from it. I smiled to myself as I recalled how everyone in the Mess had kidded him about it the following morning. The Mess itself was till there, pretty well intact. One or two broken panes in the windows, the buff-coloured walls reflecting the warmth of the sun, the porch by now overgrown with tall weeds around which a bee idly buzzed. Now, no bicycles leaned against its walls, there was no C.O.’s car parked, no battledressed figures walked in and out, calling to one another – there was just the brilliant sunshine and the utter silence. And then, as I visualised the inside of the Mess, its layout, its half-remembered faces; I thought of the events of such another day of sunshine all that time ago. I saw the interior of the anteroom, the small table with the chessmen on their board, the young bomb-aimer sitting opposite me, frowning with concentration as we played, then looking at his watch and standing up reluctantly, the cracked record, “I’ve gotta gal, in Kalamazoo”. “Shall we finish it tomorrow?” I had said to him. . . . . . . . . . . . . My part of the briefing came second, as usual, after the Wingco had told them the target and shown them over the route on the wall-map. Most of the crews weren’t really interested in the industries, population or the other standard Intelligence gen which I served up to them, and I didn’t blame them; their main concern was what the defences were like – and, privately, whether they would get back. They were silent when I pointed out the flak and searchlight belt around the target, and a few night-fighter aerodromes near to their route. There were one or two whistles when I told them [page break] how many aircraft were on that night; it was quite a big effort and craftily organised so that there were two targets, the stream of kites splitting up abreast of and between the two towns, then turning away from each other to attack their respective targets some sixty miles apart. There were also elaborate Mosquito spoof attacks to draw off the enemy fighters from the main force. “We hope that will fox the defences,” I concluded. When briefing was over I left the hubbub and snatches of nervous laughter from the crews and cycled down to the Ops Room in the summer afternoon to try to finish plotting last night’s bombing photos. One of our Halifaxes was on his landing approach, another was on the downwind leg with his undercart lowered. One of their engines was slightly desynchronised and it made a throbbing note above the steady roar. The sun was very bright, the trees were a deep green above the huts and the houses of the village and it was warm. One of the bombing photos was holding us up. There was only a small fragment of ground detail, more or less one block of houses, visible in the usual mess of smoke, cloud, bomb bursts, flak and fires. Pam was having a go at it when I arrived. “Any luck?” I asked, throwing my cap on the table. “Not yet,” she said, “but it must be somewhere near the aiming point because there’s so much going on in the photograph.” We stewed over the mosaic for a time, trying to fit the photo in, which would enable us to discover where the aircraft had dropped his load of bombs. Pam looked along the approach side to the A.P., I took the exit side. Finally, I had it placed. “Oh, good,” Pam said rather wearily, and stretched. I measured the distance carefully. “Can you give him a ring in the Mess, Freda?” I asked the duty Watchkeeper, “he’ll be wanting to know. Tell whoever you speak to that they were about a thousand yards from the A.P., would you?” After that, we generally tidied up from last night’s effort, and as far as we could, from tonight’s preparations. I did a last minute check that the Pundit was in the right place and set to flash the correct letters, and that the resin lights on the aircraft were the correct colour combination. About six o’clock I went down to the Mess, put my feet up and relaxed. There were several battledressed and white sweatered chaps clumping about in their heavy, soft-soled flying boots, trying not to smoke too much, mostly a bit pale and rather quiet. [page break] Dinner was much as usual, no-one had very much to say to anyone else, at least among the crews who were on. Derek came in and said he was going up to relieve Pam on duty. “See you before take-off,” I told him. “What the heck for?” Derek asked, “there’s no need – why don’t you get some sleeping hours in till they come back?” “Oh, I don’t know; I might as well be up there,” I said, not wanting him to know that J – and I had a sort of thing starting. I hoped so, anyhow. She would be taking over from Freda about now. I’d taken her out a couple of times and I thought she was pretty wizard; we seemed to speak the same language. Had to be a bit careful, though, the R.A.F. was touchy about male Officer – W.A.A.F. N.C.O. relationships. You could easily find that one of you was suddenly posted to Sullom Voe or somewhere like that, and the other to Portreath, or worse still, overseas. I went into the anteroom. Someone had the radiogram going. It was Glenn Miller and the Chattanooga choo-choo on Track 29. I settled down with Tee Emm at a table where someone had left the chess board and pieces, and was chuckling over P/O Prune’s latest effort when a voice said, “Do you play?” I looked up. He was a P/O Bomb-aimer, rather stocky, darkish, with his name on the small brown leather patch sewn above the top right-hand pocket of his battledress, his white, roll-necked sweater and half-wing looked rather new, I thought. “Sure,” I said, “but not very well, I’m afraid. I’ll give you a game, though, if you like.” “I’m not very good myself,” he said. As we were setting out the pieces, “Who are you with?” I asked. He named his skipper. “He’s good; flies these Hallies like Spits!” he said, laughing. For an instant, the lines of stress on his face were smoothed out in the snatched and fleeting relaxation of the moment, so that instead of looking like a young man, he looked like a very young one. “Yes, I know the name,” I said, “I think I’ve plotted one or two of your photos recently. How many have you done?” “Six”, he answered. There was nothing I could say to that. Thirty trips was a hell [page break] of a way off when you’d done six. He chose white from the two pawns I held in my closed fists. “Off you go, then,” I said. He opened conventionally enough, pawn to king’s fourth, pawn to queen’s third, and so on, and as we played I could tell we were both about the same calibre, on the poor side of indifferent. After a while, he started looking at his watch a lot and I could see his concentration was beginning to fade, but his knight was going to have my bishop and rook neatly forked, so I knew I was in for a bit of trouble. He sighed and said, “That’s about it for now, I’m afraid, I’ll have to get weaving up to the Flights.” I said, “O.K., then, shall we finish it tomorrow? I’ll make a note of the positions, if you like.” “Yes,” he said, “fine,” and got to his feet. “Thanks for the game.” “Enjoyed it,” I said, and gave him the usual and universal Bomber Command envoi, “Have a good trip.” “Sure, thanks,” he said, gave a half-wave and went out. I watched him go. He looked rather like a schoolboy who had been sent for by the Head. A slightly cracked record on the radiogram was now telling us that someone liked her looks when he carried her books in Kalamazoo. I wondered idly where that was. I made a copy of the position on the chessboard and went out of the Mess. It was a beautiful summer evening, the sun was starting to dip now and there were some streaks of altostratus in the north-west. A faint breeze brought the twittering of sparrows; a blackbird nearer at hand was giving a few clarinet notes, intent on practising the first bar of his eventual good-night song. A Halifax droned over, to the east, high, probably setting off on a night cross-country or a Bullseye. His engines made a hollow, booming roar in the clear evening air. Then the Tannoy came to life with a hum and with a leap of the heart I heard J – ‘s voice come over, telling someone he was wanted at his Flight Office. I cycled up the quiet road through the hamlet, which was companionably and inextricably mixed up with the Station’s huts, and turned right at the tall gable-end of a house on to the narrow concrete road which, in a few hundred yards beyond the W.A.A.F. site, came to the Ops Room. [page break] The sentry gave me a cheery “Good evening, sir,” and I went inside to the strip-lighting, the huge wall-blackboard, the central plotting table and the long desk with the telephones. Derek, J – and little Edith, one of the Int. Clerks, were on duty. I saluted and said, “Hiya, folks, everything under control?” It was. Edith was finishing writing up the captains and aircraft letters on the big blackboard and it looked impressive. You started to imagine the bomb-load from that lot going down on to a built-up area, and what it would do. Then you stopped imagining. I got busy with some paper-work, tying up loose ends and amending some S.D.s, then the clerk made some tea. J – ‘s phone was pretty quiet – it usually was a couple of hours or so before take-off – she was writing a letter, I think, and Derek was sorting out the mosaics alphabetically and sliding them back into the big drawer below the table. “Time we had a new one for Hamburg,” he said, “this one’s about had it.” “So’s Hamburg,” I said, “if it come to that,” and we grinned. We drank tea, smoked and chatted a bit, mostly about our next leave. Derek was whistling “Room 504” off and on, and rather badly. There wasn’t a lot to do now except wait for a scrub, which we knew wouldn’t happen when there was a big summer high over western Europe. Odd calls came in to J – requesting Tannoy messages; she put them out and logged them all. I went outside for a while to look at the sky. The Ops Room was windowless and the lighting and general fug got you down rather after a time, especially as we all smoked like chimneys. It was about nine o’clock. I looked over the cornfield which was just outside the Ops Room door. The corn was ripe, grown high, ready for harvest; the sky was very beautiful, pale green almost in one place, some stars showing, complete stillness. “Calm before the storm,” I thought, rather tritely. I breathed the cooling air gratefully. Somewhere in the distance the blackbird was firing his short bursts of evening song. It was all very peaceful and the war seemed a hell of a long way off. The sentry seemed fidgety, he was probably wishing I would hurry up and go in again so that he could have a quiet smoke himself. [page break] “Nice night,” I said to him. Back in the Ops Room I felt we were completely insulated from the outside world. Until the phone rang. “Ops, Breighton,” J – said. She listened, then put the phone down. “Flying Control,” she said to me, “they’re taxying out. First off should be any minute now.” “O.K.,” I said, “I might as well chalk them up.” I was feeling a little strung-up; it would give me something to do. In a little while the phone rang again. “Ops, Breighton….. right, sir, thank you.” J – turned to me. “B – Baker airborne 2149.” I chalked up the time opposite ‘B’. After that, the phone went at very short intervals, until they had all gone. In the Ops Room we never heard a thing, only the hum of the air-conditioning and the buzz of the strip-lighting. I imagined them doing their gentle climbing turns to port and setting course over the centre of the aerodrome, the Navigators carefully logging the time, the gunners in their turrets watchful for other aircraft, then climbing steadily away towards Southwold where they crossed out for the North Sea, the enemy coast and whatever lay in wait for them beyond, on the other side. When they’d all gone, the Wingco came in for a chat. He was a good type and we all liked him. He and Derek shared an interest in painting, and after a while he took Derek off to the Mess for a drink. There wouldn’t have been much for Derek to do behind his desk, anyhow. “Can you cope?” Derek asked, as he went. “Of course,” I said, hiding my elation that J – and I would be able to have a talk. The clerk slipped off into the Int. Library, I think she sensed that three was a crowd. After a while, the phone rang again. “Ops, Breighton….. yes, thank you, I’ve got that.” She turned to me again. “Flying Control. Early return, F – Fox, starboard inner u/s. I’ll phone the Wingco in the Mess.” While she was doing so, I went outside again. It was quite dark now, and countless stars were showing. They had put the Sandra Lights on for [page break] F – Fox. In a little while I heard him coming from the south, then he came into the circuit with his nav. lights on, flashed ‘F’ on his downward ident. light and slid down on to the runway behind the H.Q. huts, his three engines popping as he throttled back. In the stillness I heard the screech of his tyres as they bit the runway, then his engine-note faded into silence. In a minute or two I heard his bursts of throttle as he taxied into dispersal. He would have jettisoned his load, and most of his petrol, into the sea. J – had logged his time of landing on the board. “I’ve told the Wingco,” she said. We swopped childhoods, parents and early Service days for a while, then I decided to go and have a sleep in the Window Store, on the bench. I must have been tired and slept very soundly, because I was awakened by knocking on the door and Edith’s timid voice calling, “First aircraft overhead, sir.” I shivered as I swung my legs down off the bench and on to the stone floor; I always shivered when I heard those words, wondering how it had gone. Had they had much opposition? That was always my first thought. Had there been much fighter activity? What had the flak been like, and the searchlights? I never thought much about the target; what seemed to matter to me was whether they were all back. I went into the Ops Room and lit a cigarette, passing my case around. Derek was back. “Here’s Rip van Winkle,” he said, “come to muck things up for us.” “Get knotted,” I grinned, “and let’s have my fags back.” He threw my case back at me and I disappointed him by catching it. The phone rang; J – answered it. The first one had landed safely. Derek said, “I’ll get along and start the interrogations, Pam’s on, too.” “O.K., Derek,” I told him, “I’ll be down later,” and he left. He still had “Room 504” on his mind and it still sounded no better. The phone rang again, it was another one landed. They kept coming in steadily and whoever was nearest the blackboard chalked them up. By quarter to six we had them all back but two. I took a quick [page break] look around. The clerk was in the far corner collecting empty cups. I said to J - , quietly, “Can you meet me tonight? Seven o’clock? We’ll go to the Plough, if you like.” She nodded. “Yes,” she breathed, and smiled briefly. She still looked wizard, I thought, even at six o’clock in the morning after a long night duty. For a while we let our thoughts take possession of us. Then the phone broke the silence again. One of the two had landed away, in 3 Group. That left just one outstanding. The minutes ticked by. Then I said the usual thing, one of us always said it at times like this. “He could have landed away, too, and they haven’t told us yet.” But there was actually only fifteen minutes left before his endurance, on the night’s petrol load, ran out. I went outside, restlessly. The Sandra Lights looked desolate in a vivid and rigid cone above the aerodrome, waiting in the silence which had now enveloped everything. Dawn was starting to break. It looked like being another perfect summer morning. Far away, a door slammed and someone whistled, loudly and jauntily. Probably one of the returned crews, just off to bed. The sky, lightening, seemed immense, the stars had faded and the trees were motionless. In a little while I went back inside. “Anything, J - ?” She shook her head. I looked at my watch. Time was up, and more. We were quite quiet for a long while. Then I said, “I was playing chess with his bomb-aimer just before they went. Let’s hope to God they are P.o.W.s”. We still sat, waiting. When I knew it was quite hopeless I said to J – “You’d better phone the Wingco and the Padre. I’m going to see about the photographs. See you this evening, then, goodnight, J - .” “Goodnight, or rather, good morning,” she said. I walked out of the Ops Room into the early morning with a feeling of weariness and desolation. What was it all about? I thought. It was quite cool outside; I reached for a cigarette and my hand found a piece of paper in my pocket. It was the sketch of the chess board. I looked at if for a minute or so, then I said, [page break] “Good luck, wherever you are.” I screwed the paper into a ball and dropped it into the waist-high corn, and I thought of the seven men who might be lying amidst the wreckage of their aircraft somewhere across the sea. It was growing light now and a faint breeze stirred the ripened heads of the wheat. Somewhere, the blackbird was starting to sing. The Sandra lights had been put out. There was nothing left for me to do. I shivered, and turned away. . . . . . . . . . . . . With an effort I dragged my thoughts back to the reality of the present, and I realised it was already time to go. The sun was dazzlingly low, but its warmth still lingered and there was a faint scent of late roses as I walked up through the hamlet, towards the gable-end and the road to the Ops Room. An old man was stiffly tending his patch of front garden, and looked up as I said “Good evening.” “Been a fine day,” he said. He saw my rucksack. “Have you come far?” he added. “Yes,” I said, “I’ve come a very long way,” and I walked on, into the silence and the shadows of the gathering twilight. . . . . . . . . . . . . [page break] [inserted] [underlined] A different kind of love. [/underlined] [/inserted] [page break] [underlined] A DIFFERENT KIND OF LOVE [/underlined “’Tis sure small matter for wonder If sorrow is with one still” (A.E. Housman) Temporization, delaying tactics, putting-off. Call it what you will. I try to justify it be telling myself that whatever one calls it – and I am fairly certain we have all of us been guilty of it at some time – it is a human failing, and the guilt one feels, if one should feel guilt at some action or lack of action if it affects only oneself, has been felt by many another person. And should one indeed experience feelings of guilt if whatever the reason for the “putting-off” it affects only oneself? But I am afraid that in the circumstances which I have finally decided and brought myself to the point of describing, at least one other person must have felt some hurt, almost certainly deep hurt, and this is what has concerned me for a very long time. The thought and the concern I have felt is something which comes into my mind for no apparent reason at intervals of time, like the aching of a doubtful tooth which one knows will prove difficult and extremely painful of extraction. The moral points having been made, it is time for me to elaborate, sparing, I hope, no detail, least of all sparing nothing of the sad story of my own actions which undoubtedly started the whole business. These events, I know, will be re-lived in my mind, as they have been over the years, for days on end, producing invariably feelings of deep sadness and of ineradicable guilt. I think it is worthy of mention that in the closing months of my career in the R.A.F. I was successively Adjutant of two units. The first of these was the unhappiest unit I had encountered, and the second, which followed immediately afterwards was without doubt the happiest one; one where I felt that those around me were like-minded. I went, at the behest of the powers-that-were in South East Asia Command, from one to the other on receipt of the appropriate signal, teleprinted on to paper, simply by walking from one tent to [page break] another on a crowded-to-capacity aerodrome near Rangoon, the Japanese surrender having thankfully taken place a few hours before. I met some of my new fellow-Officers and took to them immediately. First impressions were confirmed over the next days, weeks and months. On the final posting of my R.A.F. career I had arrived on a unit which was the most agreeable I had experienced in six years. I think that was understandable when one considers that I would wake in the mornings knowing that there was no war being fought, that no-one was going to be killed among those around me, no-one was going to go missing on operations and that one would not find an empty bed across one’s room in the morning, no empty chair in the Mess, no letters to be written to next-of-kin. From the tented camp, where conditions were, to put it mildly, primitive, we were, after a few days, put on board a small paddle-steamer and left Rangoon for where we knew not. On this small ship I was to meet people with whom I was to work and play very happily for almost the last year of my service in the R.A.F. and with a few of whom I was to form enduring friendships, now alas, terminated by the inevitable and merciless passage of time. It was on this ship too, where I first became acquainted with the music of Elgar. One morning as we were steaming southwards – we knew that much! – I was coming down a short flight of stairs leading to what, in terms of a house in England, would be described as a hallway or lobby. Some music was being played on a gramophone there and I was so struck by its grave beauty that I stood stock still on the stairway until it had ended. Then, moved by it and marvelling at its beauty I went up to the Equipment Officer who was playing it on his wind-up gramophone. This was at the time of 78 r.p.m. shellac records, of course. I asked him what he had just been playing and he was more than pleased to tell me that it was a movement from Elgar’s Enigma Variations, called Nimrod and explained the significance of that title. Little did I know that I was to hear the same music, in vastly different circumstances very soon, the recollection of which would have the power to move me deeply for years afterwards, not only because of the music itself, but because of the player of it and what the player meant – and still means – to me. [page break] We soon learned that we were heading for the island of Penang, of which most of us had heard, but that was all, as part of Operation Zipper, the British occupation, or rather re-occupation, of what was then Malaya, after the Japanese surrender and withdrawal. We were to be, in fact, the first R.A.F. unit to land in Malaya. And so it was. We arrived at the quayside of Georgetown, the principal town, under the massive shadow of the battleship H.M.S. Nelson, anchored next to us. Over the next few days we found our quarters in an old army cantonment on a wooded hillside, at Sungei Glugor, and took possession of the small aerodrome at Bayan Lepas in readiness for the arrival of a Spitfire squadron and a detachment of two Beaufighters from Burma. We hunted for furniture for the empty and deserted cantonment and found ample in the abandoned dwelling houses on the island. We readily imagined what must have happened to the original occupants during the Japanese occupation. Within days we had the Station operating and thanks to the Royal Signals, in contact with our parent formations at Kuala Lumpur and Singapore. The Spitfires and Beaufighters duly arrived. We were an operational formation. Now that I was settled into a permanent location I had the time and facilities to write a letter to J – every day, as she did to me. We had been engaged to be married for just under two years and there was a clear agreement between us that we would not be married until after we were both settled into civilian life again. Never did either of us doubt the promises made to one another and despite the time and distance which separated us, neither of us doubted the fidelity or behaviour of the other. J – was a W.A.A.F. Sergeant on an operational bomber station, now thankfully converted to peaceful purposes, and she was surrounded by some hundreds of both W.A.A.F. and R.A.F. personnel. As for me, my surroundings were peopled exclusively by men. The relationship between J – and I was firmly founded on mutual trust. It had been decided that we should participate in a Service of Thanksgiving in one of the churches in Georgetown, and the arrangements were soon made, as were the arrangements for a victory march-past of all the armed services in Georgetown’s Victoria Park. [page break] I suppose there were over 100 of us to attend the service, which was held in the Chinese Methodist Church on a pleasant evening. A sizeable Chinese contingent were also present, men and women, all beautifully dressed in white. I was near to the right hand end of a pew fairly near to the front of the church, and as I took my place the organ was being played. To my amazement and delight I immediately recognised the tune as none other but ‘Nimrod’, which I had only recently come to know and which had made such an impression on me on the boat coming down from Rangoon. Smiling to myself, I looked up and to my right to see if it was one of our number who was the organist. My further surprise was that it was not anyone that I knew, but someone I took to be a Chinese youth in a white surplice. And then I saw that I was again mistaken; the organist was a Chinese girl in a long white dress. As she finished ‘Nimrod’ she moved almost seamlessly into a Chopin E Minor Prelude whose tune, full of yearning, almost brought tears into my eyes. The service itself was jointly conducted by a Chinese clergyman about 50 years old and of almost ascetic appearance, and our own Methodist Padre. During the service an announcement was made that light refreshments would be served in the church hall afterwards and I determined to be there, partly from personal preference and partly because as Wing Adjutant it would obviously be my duty not to return immediately to the cantonment at Glugor but to show a degree of sociability towards the local people who were our hosts. It dawned on me that since I had left England more than six months previously I had never seen a member of the opposite sex in that time, nor even heard a female voice. My mother, on my embarkation leave and J – immediately prior to my going on leave, had been the last two women to whom I had spoken. I wondered, as, the service over, I went into the fairly crowded church hall, whether the girl organist would be there so that I could tell her how I had enjoyed and been moved by her choice of music. She was indeed there, one of those serving refreshments at a line of tables at one side of the hall. I was extremely pleased, went straight across to her, and smiling, spoke to her, complimenting [page break] her on her playing. She smiled depracatingly [sic] and brushed away with her hand one side of the curtain of her collar-length black hair from her face, a gesture which, so characteristic of her, I have recalled very many times since. Her voice was soft, musical and charmingly accented, reminding me forcibly of J – ‘s own voice. She apologised for not having played well; she said she was out of practice. These few seconds were the start of an utterly delightful, all-too-brief, but quite unforgettable friendship. It became a friendship, and only that. Nothing more. During the time that I knew her I never once touched her, not even to shake hands when eventually I left Malaya for good. (‘For good’? I was in two minds about that. I felt I was being torn apart). My promises to J – were unbreakable and at no time did I think even of the possibility of breaking them. We were engaged to be married; we would be married as soon as it could be managed when I returned to the U.K. Strangely, I have only just discovered some poignantly applicable words in a chanson by the 14th century Guillaume de Machaut – ‘…. in a foreign land, You who bear sweetness and beauty White and red like a rose or lily …. The radiance of your virtue Shines brighter than the Pole Star …. Fair one, elegant, frank and comely, Imbued with all modesty of demeanour.’ I was not alone in making a friend in the local community; there were at least two other Officers to my knowledge who formed attachments of one sort or the other while we were on the island. And at home? J - , in her daily letters to me occasionally mentioned going to dances on the aerodrome where she was stationed and I presumed that obviously she danced in the arms of men. But I trusted her as implicitly as I hope she trusted me. She mentioned two men, both Australian pilots, by their nicknames. One of them was killed, with all his crew, when they crashed within sight of the aerodrome on returning from an op. No reason for the crash was ever [page break] established. But to my discredit I could not help feeling a twinge - - perhaps more than that – of jealousy whenever I read their names in her letters. And some time after J – and I were married, while we were once talking about wartime days and nights, quite out of the blue she said, only half-jokingly, “If I hadn’t married you I would have married an Australian”. I remember that I smiled but said nothing. What could I say? I find it difficult now to describe Chiau Yong adequately as I saw her then and as I think of her now, without using trite phrases or words which in this age of cynicism would be sneered at or greeted with unbelieving or sarcastic laughter. But then, and over the weeks which followed I was charmed by her placid nature, her smiling, childlike innocence, her undoubted beauty and her impish sense of humour. That evening in the church hall, as I chatted to her, standing as we were at opposite sides of the table of refreshments, I felt a growing happiness which I had not known for a long time stealing over me and calming me, as though the war, with all the tragedies which I had seen and experienced, had never taken place. When, regretfully, it was time for me to go I had learned her name and that she was the daughter of the clergyman whose church this was. I had also, hesitantly and tentatively, expecting nothing except possibly a polite rebuff, asked if I might see her again by coming to hear her organ practice, whenever that might be. She shyly consented and I felt, as I left the hall, that my feet were hardly touching the ground. I think I must have been smiling foolishly, but fortunately no-one commented as we boarded the gharries to return to Glugor. As often as I possibly could I went to the church and sat in a pew near to the front, where I could see her sitting at the organ console, while she practised, content to listen to the music she made and to watch her as she played, quite unperturbed that I was there, a few feet away from her, listening and watching. Sometimes I went with her into her home, where she played the piano for me. And often we talked. Her English was truly excellent, somewhat reminiscent in her use of words and phrases of the Victorian era, but none the less lucid and charming to hear spoken [page break] in her soft, lilting voice. We talked about the music she played; she asked what sort of music I liked. We talked a little about our respective backgrounds. She was keen to learn anything about England. I mentioned one or two of my wartime experiences but asked for no details of hers or of her family’s under the Japanese occupation. I developed an interest to scratch the surface of knowledge of the Chinese language. Her own dialect, and that of her mother, who spoke no English, unlike her father and her sister, was Hokkien. She and her sister, who joined us on one occasion when we sat talking, amused themselves and entertained me by translating my name into written Chinese ideographs, which they pronounced as ‘Yo-min’. Whenever Chiau Yong wished to draw my attention to something or ask me a question, it was always prefaced by her saying ‘Mister Yo-min….’ . I suppose in her strict upbringing, which I assumed she had had, the use of my Christian name would have been seen as unduly familiar. She taught me the numerals from one to ten and chuckled delightfully behind her small hand at my unavailing efforts to pronounce the words for ‘one’ and ‘seven’ correctly. To my ears they sounded identical; I am afraid that I was an obtuse pupil. I asked her about her own name; she told me that it meant ‘shining countenance’ which, I thought, could not have been more appropriate. As to her age, I never enquired. I would have put her as being slightly younger than I. I was 24 at the time, she would be possibly around 20, I thought. I met her parents on at least one occasion. They very kindly invited me to come to their home for an evening meal, which I was glad and honoured to do. Two things stand out clearly in my mind about that occasion: the number of different languages spoken around the table and the sense of peacefulness which surrounded us. Her mother, a quiet middle-aged lady, simply dressed in black, spoke only Hokkien which, if she addressed me, was translated by Chiau Yong, as was my reply to her mother. Her father, the minister, spoke excellent English in a calm and measured manner. Her sister, Chiau Gian and her rather quiet younger brother spoke English too, for my benefit. Chiau Yong, who had told me that she was learning Mandarin, the classical Chinese tongue, spoke in English, of course, to me, in Hokkien to her mother and in Malay to the houseboy who appeared from time to time on his domestic errands. [page break] After I had visited their home on several occasions to see Chiau Yong and to hear her play, I was slightly surprised when one afternoon, as we were talking together, a pilot from the Spitfire squadron which had arrived came into the room. I knew D – P – well enough to talk to, but I thought, in my limited understanding of such things, he did not fit into my preconceived idea of what a fighter pilot should be like. He was, from what I had seen of him in the Mess, not only slightly older-looking than the other pilots, with somewhat thinning hair, but also of a quieter disposition than most of the others. However, a Spitfire pilot he was, whatever ideas I had formed about the differences between them and bomber pilots such as I had been. I gathered he had come to see Chiau Yong’s father, and not being interested in the reason for his visit I promptly forgot about him after we had exchanged polite enough greetings on this and on one or two further occasions when he came to the house to see Mr. Ng. I knew that my time on the island and indeed in the R.A.F. must shortly come to an end. Being an administrative officer, as Adjutant, I could almost forecast when my time would come to ‘get on the boat’ and while others around me were obviously in a fever of impatience to get back to ‘civvy street’, as it was always called, I found my own state of mind to be more in the nature of calm acceptance, knowing that while I would be returning to J - , whom I loved and to whom I would be married, somehow, somewhere and at some time, I had spent a quarter of my life and almost all my adult life in R.A.F. uniform and would find things difficult or indeed incomprehensible. At about this time our unit, 185 Wing, received orders to move across to the mainland, into Province Wellesley, to become R.A.F. Station Butterworth, leaving very good and well-appointed accommodation for something not quite so commodious. But there was a very good ferry service between Butterworth (which local people knew as Mata Kuching) and Georgetown, so I was still within easy reach of the town, its cafes, good sports facilities which were well used by us all, and above all, still within easy reach of Chiau Yong. Towards the end of my service at Butterworth, on one visit to her, she suggested that we take a cycle ride to see some nearby parts [page break] of the island which were strange to me, and this we did for a couple of hours, along deserted roads, up hillsides, almost always under the cover of trees with their blossoms, so exotic to my eyes, with their birdsong, and the chattering and calling of monkeys and chipmunks. The idyll had to end. I think my unconscious mind has, as a defence mechanism, obliterated the recollection of our goodbyes, for I can remember not one single thing about it. It is as though it had never happened. But it must have done, of course. I returned to England, a stranger to a strange land. Standards had changed, attitudes had changed, there was no longer the feeling of one-ness, of co-operation and togetherness which the war had engendered. It seemed now as though it were ‘every man for himself and damn the others’. I let a decent interval of two or three days pass as I settled in at home with my parents then I travelled south to be with J - . It was a happy but strange reunion. Strange to see her in civilian clothes, strange to see her leave to catch an early train to Brighton to work for the South Eastern Gas Board. All our talk was of when, where and how we were going to be married and where we would live. In the end, with the willing help of my parents, I found very basic accommodation in my home town, as I had agreed with J – that I needed to return to my old occupation and to obtain a necessary qualification as soon as possible. J – and I were married in the autumn from her aunt’s home in Surrey and after our honeymoon in Edinburgh we were thrust into the realities of married life in cramped surroundings, comprehensive rationing, with a shared kitchen, and where even the basics of living necessitated stringent saving on my salary, with all of which J – coped amazingly well. I had to study hard in the evenings in the same small living room where J – was usually reading or knitting, deprived of the radio so as not to disturb me. Settling down at work was none too easy. My superiors were a man who had somehow missed the first World War and who was too old for the Second, his deputy, who had tried hard to dissuade me from volunteering for aircrew on the grounds that I would be probably be instrumental in killing people and who himself, had he not been reserved from military service as a key employee would have been compelled to describe himself as a conscientious objector. There were also two ex-R.A.F. men, who in six years of service had attained the respective ranks of Corporal [page break] and of Leading Aircraftman. Perhaps because I had outranked them it became apparent that any particularly physically dirty or awkward job was allocated to me. I accepted the situation as a continuation of military discipline, as I did when the office clerk, a lady of mature years, when I politely declined to do part of her far less than arduous work for her (so that she would have more time for gossiping, I suspected), told me rather angrily and unimaginatively that since “I’d been away” I had changed, which I thought was something of an understatement. I never talked of my wartime experiences and no-one asked me a single question. All they knew was that I had flown aeroplanes, been over Germany and finished my career in the Far East. The rest was silence. Having neither a telephone nor a car I kept in touch with friends I had made in the R.A.F. by letter and rarely did a week go by without news from someone, either in the U.K. or some other part of the globe. My correspondents, of course, included Chiau Yong, whom I had told in a letter that I was finally married, and had given her my address. I certainly had not forgotten her and whenever I thought of her I smiled mentally at the remembrance of her charming company and her music-making. At this time, although of course there was no means of knowing it, J – was sickening for a serious, potentially fatal illness, which within months was to take her into sanatoria for more than a year of her young life. Whether this slow decline in her health, coupled with the novelty of her surroundings and circumstances contributed to the short and low-key breakfast table conversation which took place between us I do not know, but I suspect it might have done so. I remember vividly that it was a Saturday morning. There were two letters for us, one for J – and one for me, which, to my delight I saw was from Chiau Yong. We opened our respective mail at the breakfast table. The letter was typical of Chiau Yong’s nature – pleasant, equable, written in beautiful English and containing some mildly jocular reference to something I must have once said to her about settling down into civilian life. It contained no word of love; it ended without those conventional little crosses which were the well-known signs for kisses. I would have been astonished beyond measure if it had done so. J – had finished reading her own letter. I smiled across the table and said “From Chiau Yong. Read it, darling”. [page break] She took it without a word and read it expressionlessly. I had no inkling of what was to come as she handed the letter unsmilingly back to me. Looking directly at me, she said “I don’t think it’s right that she should be writing to a married man like that and I think you should tell her so”. I could hardly believe what I was hearing. I was completely taken aback with shock and surprise. I had known J – for more than three years during which time we had seen eye-to-eye on almost everything and no word of disagreement had ever passed between us. But I recovered my composure quickly and knowing that one’s wife must come first in everything, I said “All right”. I immediately left the table, got the writing pad and sitting down again in front of J – I wrote the cruellest words that I have ever in my whole life composed. My opening words are to this day burned into my memory. “Dear Chiau Yong”, I wrote, “In England, a married man does not write letters to another girl”. And I continued briefly that the correspondence between us must now stop. It took about three minutes. I handed the letter wordlessly to J – who read it and gave it back to me with a nod. “Yes,” she said. Chiau Yong’s name was never again mentioned during our married life, but I cannot and would not pretend that, happily married as we were for almost 40 years, I never thought of Chiau Yong. For I have thought of her often and I have been deeply and bitterly troubled that I must have been the cause of her suffering so much shock and pain so unexpectedly and, in my eyes, without any reason, and certainly not by any misdeed of hers, intentional or otherwise. I have prayed again and again over the years, and still do, that she might have eventually forgiven me. I never saw her again; I never heard from her again. Whether she is alive or dead, was or is happy or unhappy, I do not know, but I do know that she brought light and sweetness in unbelievable measure into my life and that our short and beautiful friendship was as innocent in every respect as any relationship could be. [page break] There is a curious and disturbingly bitter postscript to this unhappy episode in my life. J –‘s parents lived in Worthing and naturally she wanted to see them and her unmarried younger sister whenever she could. We had not much money, but by dint of hard saving we were able to spend two or three weeks every summer, usually during the Worthing Cricket Week, with her parents. One summer’s day, not all that many years before she died, J – and I were walking through the park near to the Worthing sea front. We left the park and crossed the road, going towards Lancing, still near to the sea. On the corner stood a church whose denomination I did not know – until I read on a notice board erected near to the church door, “Minister – D. P. –“ I looked away quickly before my shock and astonishment became too obvious. It could only have been the Spitfire pilot from Penang who used to visit Chiau Yong’s father, presumably for some sort of guidance or instruction as to his post war vocation. If things had been other than they were I would have gone immediately with J – to seek him out, to talk over the times when we first met, but of course Chiau Yong’s name would have come into our conversation. I walked on in silence, as though nothing untoward had happened, but with my mind in a turmoil. So J – never knew about D – P – , about his nearness and of the memories I still had of sunlit afternoons in the church hall in Georgetown where I would sit talking with that beautiful young girl in her long white dress. Was I in love with Chiau Yong? Can one be in love with two people at once? Was that possible when I never stopped loving J - ? These are questions I have many times asked myself. The only self-convincing conclusion to which I can reasonably arrive is while there was no element whatsoever of the physical aspect of love in my relationship with her, yet I feel that the affection which I held and hold for her, whatever her feelings might have been for me, was more than mere friendship, that this was a different kind of love. Christ exhorted us to love one another. We were both Christians and I think that this is what He meant us to feel for one another. [page break] And so now, very often, while I have been writing this belated account of something which has haunted me for a very long time, and very often since I wrote that terrible, wounding letter, I remember with a sort of poignant gratitude and happiness, bitter-sweet happiness, the beauty of her nature and her innocent sweetness and I thank God for the gift of happiness which she gave me. But at the same time I feel a profound and bitter guilt and sadness, knowing that the dreadful hurt which she must have suffered and perhaps for years remembered was due to no fault of hers but was entirely due to me. . . . . . . . . . . . Mi querer tanto vos quiere, muy graciosa donzella, que por vos mi vida muere y de vos no tiene querella. Tanto sois de mi querida con amor i lealtad, que de vos non se que diga viendo vestra onestad. Si mi querer tanto vos quiere, causalo que sois tan bella, que por vos mi vida muere y de vos no tiene querella. (Enrique, d. 1488) [page break] [inserted] [underlined] Sun on a chequered tea-cosy [/underlined] [/inserted] [page break] O where are you going, Sir Rollo and Sir Tabarie, Sir Duffy and Sir Dinadan, you four proud men, With your battlecries [sic] and banners, Your high and haughty manners, O tell me, tell me, tell me, Will you ride this way again? (School Speech Day song, 1936.) [page break] [underlined] SUN ON A CHEQUERED TEA-COSY [/undelrined] It was Zhejian green tea. I poured the water on, placed the lid carefully on the pot and took the tea-cosy in my left hand. The sun through the kitchen window shone brightly across its red and green checks. And stirred some memory, deep down in the recesses of my mind. Those checks had some significance, somewhere from a long way back. I stood there, looking down at the covered teapot and let myself relax until the realisation slowly dawned. I was looking again at the band around Ivor’s R.A.F. peaked cap when he was an apprentice at Halton, before the war, and I found myself thinking back to the times I had walked with him along the cliffs, hearing the gulls screaming overhead and wheeling in the sunlight, laughing with him as he sang “Shaibah Blues”, with the waves crashing on to the rocks below. I never thought I would find myself in the position of trying to do a small thing to defend Ivor, after all this time, but, of course, there’s no one else left to do it now. Looking back over it, although so many years have passed since H – wrote what he did, it still seems to me that they were very cruel words to use, especially as Ivor had no means of defending himself, no right of reply nor of appeal. It was something so barbed that it eventually acquired, through its re-telling, the significance and nature of a legend, and in the perverse way of things it elevated Ivor to the status of a minor hero. But all the same, at the time it took place I could see it had made a deep and lasting impression on him, young and resilient as he was. And now, to me, at any rate, H – ‘s words about Ivor have acquired a poignancy which can never to expunged. Ivor need not, of course, have let anyone into the secret; one didn’t do that sort of thing, very often, at school, in case it was thought that one was being sissy or trying to attract attention and sympathy, but it was sufficient to indicate to me, and to John, I believe, who was there at the time, how deeply it had struck home, when Ivor approached us one day on the Second Field, before school went in. [page break] It was the beginning of the Autumn term. The field behind the woodwork room looked bare and open without the cricket nets; the marks of the bowlers’ run-ups and of the batting block-holes could still be seen. The rugby pitch, away down the slight slope, looked very green and inviting with its newly painted posts and flawlessly straight white lines. During the winter months I lived for rugby and thought of little else; scholastic subjects took a poor second place. As was the custom, about half the school were engaged in punting a single rugger ball around, more or less at random, before lessons started, competing with one another to catch it then punt it as far as one could again. It sounds, and looked, I suppose, pointless. But it was rare that anyone in any match missed catching a kick by the opposition, and no-one at all would dream of letting the ball bounce before he attempted to take it. I was squinting up into the sun at the flight of the ball when I heard someone call, “Hey! Yoicks!” I turned to see Ivor. John, who was nearby, grinned when he saw him and came over, with his rather stiff-legged, rocking walk. Ivor and I exchanged the usual new-term greetings and repartee – where had we been, had we seen the latest laurel and Hardy picture, and so on. Then, surprisingly, for the old term was now but a hazy memory, Ivor said, “What was your report like?” “My report?” I repeated in astonishment. “Yeah, what was it like?” Ivor repeated, attempting a casual nonchalance. I was surprised at his interest in that, because Ivor, more so than I, perhaps, was not particularly scholastically minded. He had the build of an athlete, taller than me by four or five inches, heavier by almost a stone, with dark, short-cropped hair, a freckled face and a pugnacious jaw. He moved with the natural athlete’s springy lope. He was a more than adequate boxer, a hard-working and aggressive lock forward and, during the summer, a forthright, attacking middle order batsman, as well as being a bowler of fearsome pace and hostility, if rather lacking in accuracy. “What was it like, then, your report?” he repeated insistently. To be truthful, I could hardly remember much about it; I took little interest in it, apart from my French result and the comments opposite “Games”. My parents rarely commented on it either, except to tell me, with some regularity, that I would have to pull my socks up. “Oh, all right, I suppose,“ I said off-handedly to Ivor. “I was top in French,” I added rather smugly. He ignored that. [page break] “What did H – have to say – about your Speech Training?” I looked at him in amazement. Speech Training? It just didn’t count; there was no exam., no placings, just remarks on the term’s progress, or lack of it. For a short while around this period of time, the powers-that-were quite rightly decided that we should be put on the path towards becoming at least partly comprehensible in our speech to someone who might live more than half-a-dozen miles away. And Mr. H - , as a recent graduate from Oxbridge, was deputed to perform this function. It must be said that he did so with rather bitter sarcasm, delivered under a thin veil of feigned jocularity, which did little to impart in us either the ability, or indeed the desire to speak our mother tongue in a widely acceptable form. In fact, it had, in some cases, where the pupil concerned was either of a rebellious or strongly independent nature, quite the reverse effect, as toes were, metaphorically speaking, firmly dug in. Into this category Ivor fell; he took very personally and very much to heart the barbed remarks directed at him during the rather tedious classes in Speech Training, and in the end, it was obvious to everyone that he was adopting an attitude verging on passive resistance to H – ‘s instruction. It seemed that Ivor’s was the proverbial duck’s back off which the pure water of H – ‘s tuition flowed unheeded. Ivor seized me, in mock anger, by the lapels of my blazer. “C’mon, c’mon!” he exclaimed in his best Humphrey Bogart accents, “Come clean, y’rat!” “Well,” I said, rather tired of the subject by now, “if you must know, I think he said something like ‘fairly good’. I didn’t get myself told off by my parents, anyhow, so it can’t have been too bad. But why, anyhow? What’s all the fuss about?” Ivor’s eyes narrowed and he looked around him before, dropping his voice, he said to John and me, “Do you know what the rotter put on mine?” “No,” I said, somewhat obviously. “Well, on mine, he said, ‘Seems incapable of sustained effort’, the so-and-so. My Dad played merry hell about it, threatened to [page break] stop my pocket-money and goodness knows what.” “I say, it is a bit thick, though, isn’t it, H – saying a rotten thing like that? I mean to say – “ I left the sentence unfinished; I felt that H – ‘s remark was a bit much. Surely he could have simply said ‘fairly good’ or ‘could do better’? They were the customary form of words. But this, well, it was rather damning. Both John and I made sympathetic noises, then John passed around his wine gums. I let Ivor have the black one and we chewed them in thoughtful silence, each of us meditating on the rat-ishness of H - . The next time I caught the ball I passed it hard to Ivor and he gave vent to his feelings with a tremendous punt which almost cleared the fence by the Art School. . . . . . . . . . . . . At that age, memories are short, and mine was no exception. I cannot speak for Ivor, of course; I suppose that somewhere inside that stubborn, defiant head of his a resentment still burned, and as far as H – was concerned, while it would be quite unfair to say that he had it in for Ivor, it was apparent that he singled him out with some slight relish as the object of any cutting remarks he felt inclined to make concerning our defective pronunciation. But it was something which, to be honest about it, did not loom very large in my life. Perhaps twice a week, during the Speech Training lessons I would look covertly, with mingled anticipation and apprehension, at the scornfully sarcastic H – and at a reddening Ivor, his lower lip jutting stubbornly, as the temperature of the atmosphere rose between them. But my Autumn term was dominated by the fact that I was picked to play for the Junior House fifteen. I knew, of course, that Ivor’s eldest brother was in the Royal Air Force; from time to time he mentioned him, proudly, and looking back, I realise that I never knew his first name, he was to Ivor, simply ‘my brother’. Somehow, it lent them both a great deal of dignity, I think. Ivor would also tell us the latest Station his brother was on, their romantic-sounding names supplying, as it were, a coloured backdrop to the anonymity of ‘my brother’ in his coarse, high-necked airman’s tunic and peaked cap pulled down on his brow, [page break] as I saw him in my imagination, marching in a squad of men – I did not yet know they were called ‘flights’ – across a vast parade ground. “He’s on a course at St. Athan, just now,” Ivor would tell us, or, “My brother’s been posted to Drem,” or again, “He’s at Scampton.” What his brother did, exactly, we never knew, nor thought to ask, it was sufficient that he inhabited and was part of a picturesque, far-off and dashing world, greatly removed in every way from our monotonous and rather dreary provincial town. One day, Ivor came up to John and me and said, proudly, “My brother’s been posted overseas, he’s gone to Aden.” John said, mischievously, “Will he be wearing a fez?” and had to dodge the powerful left swing which Ivor pretended to aim with serious intent at him. On the strength of that news, John and I took to calling Ivor “Ali”, but we could tell he didn’t much like it, and as he was still the target of H – ‘s jibes we thought he had sufficient to contend with, so we eventually dropped it. It was during the Christmas holidays when I was, for want of something better to do, in our sitting room playing the piano rather loudly and very inaccurately, that my mother put her head around the door. “You’re not concentrating,” she said, “I can tell, you know. But there’s someone here for you, do you want me to bring him in?” “Who is it?” I asked, glad of the interruption. “I think he said his name was Bradley,” she replied. “Oh, it must be Ivor, then,” I said, feeling much less bored and getting up from the piano. I went to the front door. Ivor was standing there with an expression of elaborate unconcern on his face. “Hello, Yoicks,” he greeted me. “Hiya,” I said, “what are you doing here?” I thought perhaps he might want to borrow a book, or something. “I was just going for a walk along the cliffs – want to come?” This surprised me slightly as he wasn’t by any means a regular friend of mine away from school; there were a group of five or six of us who lived near to one another and who tended to congregate [page break] on our bikes in our immediate neighbourhood; Ivor lived all of three-quarters of a mile away in quite another part of the town, separated from our district by a railway line. “Sure,” I said, glad of the distraction, “just hang on, I’ll shove my coat on.” As I was doing so, “Mother!” I called, “I’m just going along the cliffs with Ivor.” “Mind you don’t get cold,” she said, “Have you got your coat on?” I rolled my eyes at Ivor, who grinned understandingly. “Yes, Mam,” I said, in a long-suffering voice, and shut the door quickly behind me. We strode away. When we arrived at the cliff-tops, the cold easterly wind was smashing the rollers against the rocks below and tugged at our overcoats as we walked. Until then we had talked of the usual things, what we had had for Christmas presents, the “flicks”, as Ivor always called them – a word learned from his brother, perhaps? – and how we had been passing the time during the holidays. “My brother’s in Aden,” Ivor said, “did I tell you?” I said yes, he had told us, how was he getting along? “Great,” he said, “but it’s bloody hot out there. They’re all wondering what this bloke Mussolini’s going to do, he keeps talking about – what’s its name? – Abyssinia, or some place?” I wasn’t greatly interested in the comical figure of the Italian dictator, comical, that is, as he appeared to us, or as he was portrayed to us. So I merely grunted something non-committal. Ivor said abruptly, “I’m leaving. I thought I’d tell you.” “You’re what?” I shouted above the noise of the sea, “You’re leaving? Leaving school? But you can’t!” “Oh, yes I can, though,” he replied with a grin of triumph, “my Dad’s been to the Town Hall to check up.” “But what are you going to do?” I asked, now all agog. He used an expression I heard then for the first time, on that cold and windswept cliff path, one which, when I hear it, inevitably brings to mind Ivor, his freckled face pink with the cold, as he proudly said, “I’m going to join the Raf.” [page break] The penny didn’t drop. It must have been the cold. “The what?” I said, “What’s the Raf?” He punched my shoulder playfully. Fortunately he was nearer the cliff-edge than I. “C’mon, yer mug, it’s the R.A.F., of course. What else did you think?” “Oh, yes, of course,” I replied, recovering my balance. “When’re you going, then?” “Soon as I can. End of next term, prob’ly. I’m going to be a Boy Apprentice at Halton!” He squared his broad shoulders. A vision of Oliver Twist with his empty porridge bowl held out in front of him floated into my head. ‘Boy Apprentice’ sounded rather like someone who was being exploited, ill-treated. I am sure I was wrong, but the picture remained. But I grinned and said, “You might get out to Aden with your brother.” “Hope so,” he said wistfully, “but he’ll prob’ly be posted again before that. Anyhow, that’s what I’m doing. I’m leaving as soon as I can. No more speech training for me!” We laughed. Two gulls wheeled noisily overhead, their screaming cut across the noise of the sea and of the wind. Ivor aimed his fingers, pointed like a pistol, at them and clicked his tongue very loudly, twice. He was good at that. “Gotcher!” he exclaimed. . . . . . . . . . . . . The Spring term came and went. Ivor, as they would put it nowadays, kept a low profile as far as H – was concerned, and worked assiduously at every subject, even Speech Training. At the end of term he quietly left us. I don’t even remember saying ‘cheerio’ to him. We were young, you see, and quite without sentiment. Then it was summer, and the nets went up again. To my surprise I was elected Junior House cricket captain and became rather insufferably swollen-headed about it. It was on a Saturday afternoon that summer when I saw him again. I was sitting at home, reading, when a shadow passed the window, there was the sound of heavy footsteps and someone knocked at the door. I heard the door-knocker flap loosely as my mother answered it, then the sound of conversation. [page break] “It’s your friend,” mother said, “the one in the Air Force.” I hurried to the door. Ivor stood there, smiling broadly, resplendent in his uniform, heavy boots shining brilliantly, his cap carrying the chequered band of the Halton Cadet. “Hiya, Ivor!” I said. (I almost called him ‘Ali’ and only just corrected myself in time.) “Hiya, Yoicks! How about comin’ for a walk? I’m on a forty-eight.” I had no idea what that was but I went to tell my mother where I was going. “Isn’t he smart?” she smiled quietly, “he looks well in his uniform.” We set off for the cliffs, in the sunshine. I noticed he did not lope along now, he marched. He seemed taller than I remembered him, bronzed and deep-chested, harder. We exchanged news. In one way he seemed to be very grown-up but in another, he was still my form-mate, furrowing his brow at some problem of Algebra. “What’s a forty-eight, by the way?” I asked. “Just a forty-eight hour pass.” “You haven’t got much time at home, then, have you? All that way from Halton and you’ll have to be back again inside two days?” “Sure,” he said, airily and confidently, “it’s a piece of cake.” That was another new expression; I stored it for future use. “Where’s your brother just now? Still in Aden?” “No, he’s been posted to Shaibah; bet you don’t know where that is.” I shook my head. “never heard of it before,” I said. “Middle East,” Ivor said proudly, “Iraq – getting his knees brown good and proper.” He started to sing joyfully what I later knew to be the anthem of all overseas R.A.F. men, “Shaibah Blues”. Then he ripped into several verses of “Charlotte the Harlot”, and while, having been very strictly brought up, I didn’t know the meaning of some of the expressions, I gathered from their anatomical connections that it was not the sort of thing one would sing at home. At least not at my home. But I smiled rather sheepishly when he’d finished. I said, “Do you like it, in the Raf?” (I hadn’t forgotten.) [page break] “It’s great,” he said decisively, “bloody great.” He slapped me hard on the shoulder. “It’s a great life if you don’t weaken, Yoicks!” “What do you do?” “Oh, square-bashing, P.T., lectures – I’m going to be a Flight Mechanic.” I could see he was as happy as a sandboy, it shone out of him. He was alert, confident, buoyant, a complete contrast to the rebellious and scowling youth who had reluctantly forced himself to stand and, red-faced, chant, “the rain in Spain.” “that’s fine, then,” I said, “but we don’t half miss you in the scrum.” He never mentioned H – ‘s name. . . . . . . . . . . . . Then, of course, the fuse which had been smouldering in Europe for six years finally detonated the bomb, and everything blew up in our faces. Not many of us were at all surprised. Although I and nearly all our little crowd who lived nearby had left school and were settling into our various jobs, as soon as Munich had come along I pushed my studying to one side. I knew there was no point in it now. It was going to be, at the very least, somewhat interrupted. So I, and my friends, played a lot of games, went to a lot of flicks, cycled a lot, and, out of working hours, lived our lives to the full, as far as we could. I started to take a girl out. Her name was Lilian, and she was extremely beautiful. When the Battle of Britain was on I went into the R.A.F. One of my leaves, much later, coincided with one of Ivor’s, and he called at hour house, out of the blue. This time, as we were men, we shook hands firmly. He looked me up and down. “I’m bloody well not going to call you ‘sir’,” he said. “You’d bloody well better not try,, either,” I replied, “or I’ll stick you on a fizzer!” He swung a playful punch at me, which, knowing Ivor, I was half-expecting. I dodged it and clouted him in the midriff, hard enough to make him wince. “You rotten sod!” he gasped, “come on, let’s have a walk on the [page break] cliffs!” I handed him a Players’, we lit up and strode away. The cliffs were partly wired off as an anti-invasion measure but we managed to get near enough to hear the same waves crashing on to the same rocks, and to smell the salt air as we walked. Until I looked at us, I felt nothing had changed; then I knew it had, really, and that you could never, ever, put the clock back to what had been. It was about this time that the inevitable, impersonal and cruelly clinical process of the dissection of our little crowd began. Norman was unfit for military service because of his deplorable eyesight. He was working for one of the Government Departments in London when a German bomb killed him. Peter, who lived in the next house down the street, and whose father had been drowned at sea a couple of years before, went into the R.A.F., became a Navigator, and was killed when his Wellington, from Finningley, crashed one night. I visited his mother on my first leave after it happened. She was in a state of near-hysteria at mention of his name, and bitter, it must be said, that everything seemed to be going well for me. She did not know, of course, about my crew. I left her staring into the small fire, locked in her private world of abject misery. Then there was Jack, who was also an only son, strangely enough, also a Navigator on Wellingtons, also killed in a night crash. By the time Alan, whom I had met in London while I was on my Intelligence course, had qualified as a Radar Operator on Beaufighters, the Germans had ceased flying over England at nights and he was transferred to non-operational flying. George also went into the R.A.F.., qualified as a pilot, then, almost immediately, the war ended. He emigrated to the U.S.A., where he had been trained. Connie and I had a few months together at Moreton-in-the-Marsh, until I was grounded for good. I left him there, bumped into him once more, on leave, then learned of his death. He had crashed his Stirling, towing a glider, over England. When it was all over, I asked Alan to be my best man. I would have done so anyhow, but in practical terms I had no choice – there was no-one left in our crowd now but he and I. [page break] So much had happened since I had last seen Ivor that he rarely had entered my thoughts. There was little reason for him to have done so, as he was a Fitter, in a pretty safe ground job in the R.A.F. Like thousands of other friends, we had been separated by the war and we would either bump into each other on some R.A.F. station, or in some outlandish place in the Far East, or eventually, we’d see each other back in the U.K. When he did enter my head occasionally, I thought perhaps he might have met and married a girl from some other part of the country, or, like George, had seen service in foreign parts and emigrated. I visualised him in a fez, thought about John’s remark about his brother, and smiled to myself at the happy recollection. But gradually, Ivor faded out of my mind. Until I bumped into a chap who owned a shop, and who had been in our form at school. He had lived within a few hundred yards of Ivor. He, also, had served in the wartime R.A.F., as an armourer, and strangely enough, he told me he had been on the nearest Station to Breighton, at the same time as I had met J – there. I don’t know how he managed it, but he was a mine of information as to what happened to the chaps in our form. Ivor’s name did not come up immediately, as, of course, he had left school before we had done so. But in a pause during his cataloguing of old friends and acquaintances I asked him, “Where’s Ivor got himself these days? I haven’t seen him for years.” P – was solemn, bespectacled and deliberate in manner and speech. He looked earnestly at me through his thick lenses for a moment or two, as though sorting through some mental card-index and trying to decide whether I could be trusted to hear the information which he had in store there. “Ivor,” he said slowly, “Ivor Bradley. Yes. he went into the Raf, of course – you knew that?” “yes,” I said, “He was a Boy Entrant, a Halton Brat, as they were known.” A smile flicked on to and off his face, like the headlights of a car signalling ‘come on’. “That’s right,” he continued, then paused. “Yes, well he went missing, you know.” [page break] For a moment I could not think what he meant. Rather obtusely I said, “You mean he left town? Went off somewhere suddenly?” “No, no, he was aircrew, he went missing on a raid over Germany,” P – said, looking more owlish than ever. “But – he was a fitter, surely?” I exclaimed, with an awful feeling, which I had hoped never again to experience, beginning to overtake me. Then, as the light dawned, I said, “Did he remuster to aircrew?” P – nodded. “Yes, that’s what happened. I saw him just after he volunteered for aircrew – you remember we lived near to one another? – and he said he wanted to do something a bit more active. So he became a Flight Engineer.” “Good God,” I said softly, I’d no idea at all. I never dreamed that Ivor would go – like that.” He nodded again, solemnly. “Well, he did, I’m afraid,” he said. He shuffled through a few more cards. “How long were you at Breighton, by the way? I saw your name in the Visitors’ Book in the Church there, on the day after you’d been in.” “That’s remarkable,” I said, “what a small world, isn’t it?” I remembered very vividly going into the church with J - , the day after Johnny P – went missing. P – said, “You must call in again sometime. I’ll shut the shop and we’ll have a cup of tea and a proper chat.” I said yes, I would do that, and I felt I should really have made more of an effort to do so. But I was a bit of a coward about the rest of his card index, I’m afraid. It was several more years before I learned what had happened to Ivor. Searching through a volume of aircrew losses I finally found his name. He was lost without trace, with his crew, during a raid in a Pathfinder Lancaster in the summer of 1943. . . . . . . . . . . . . I poured myself a cup of the green tea and took a sip as I looked out of the window. But it was terribly tepid, so I threw it all away [page break] and found I wasn’t really thirsty after all. The sun had long since moved off the chequered tea-cosy, and it was starting to get dusk. I shivered suddenly and found I was feeling extremely lonely and extremely depressed. I looked across at the white telephone and wished to hell that someone would ring, anyone at all, even a wrong number would have done, just so that I could have heard a voice. I sat for a while, waiting, but I knew it was a stupid thing to do. Nobody did ring, so I put on my anorak and went out quickly. I walked around for a bit. I passed a lighted pub which looked very inviting and cheerful with people smiling at one another and chatting while they drank their beer. I wished I could go in and have a few beers, with Connie, like I used to. I stopped and thought about it, but I knew it would be no good, and as M – had said, it wouldn’t solve anything. So I kept on walking and feeling bloody miserable when I thought about Ivor and Connie, and about Jack and Peter and Norman, and all my crew. And about J - . Her especially. Then I had a strong craving for a cigarette, but I knew that would be a stupid thing to do, too. It started to rain, so finally, I made my way back to the flat. It felt empty and cold, like somewhere someone had once lived, but didn’t any more. If no-one rings before nine o’clock, I told myself, I will ring M - , just so that I can talk to someone, for Christ’s sake. I sat and looked at the telephone again for a bit and thought about it. But nine o’clock came and I didn’t do anything about it in the end, because I knew it wouldn’t be very cheerful or very much fun for her, and as I was tired and cold I swallowed a couple of aspirin and got into bed. While I was taking them it occurred to me that there was a stack left in the bottle which could be put to very effective use, but then I thought that wasn’t exactly any part of a pressing-on-regardless effort, so I shoved the bottle firmly to one side. I knew I wouldn’t be able to go off to sleep after all this business, and I was damned right. I kept thinking about Ivor, then I started thinking about the crowed and how much I realised I was missing them. And about J - ; her, most of all. Then I thought, [page break] “My God, there’s only me left now, and I’m not much damn good to anyone like this, even if there were anyone,” which made things worse. I would have given a great deal if I could have turned the clock back, to have gone back to Breighton, to that lovely summer, to have started all over again, to be meeting J – for the first time, that wonderful morning when I saw her walk into the Ops Room, when she came to attention smartly and saluted and said, “Good morning, sir.” Little did I know, little did we both know what was to happen to us. But this was getting me nowhere, so in the end I said aloud, “Oh, Christ, I just don’t want to wake up in the morning.” Then I said goodnight to J – ‘s photograph, in our own very special way, like I always had done, to her, once upon a time, when we were together, when we were happy. And then I put out the light. . . . . . . . . . . . . [page break] [inserted] [underlined] Photograph in a book. [/underlined] [/inserted] [page break] [underlined] PHOTOGRAPH IN A BOOK [/underlined] “Frankie, do you remember me?” (Late 20th century pop song.) I realise it is very trite to say that the unexpected is always happening. Nevertheless I have to say that something completely unexpected happened recently to me, which produced, out of the blue, a violent cocktail-shaking of emotions which I thought were firmly and peacefully laid to rest. I flatter myself that usually I am among the first to obtain, or at least to see, newly-published books on the subject of Bomber Command in the second world war, but for one reason or another, this was not the case in relation to a recently-published history of No. 4 Bomber Group. 4 Group included the aerodromes at Linton-on-Ouse, (my initial posting as an Int/Ops Officer), Holme-on-Spalding-Moor, to which I was moved when the Canadians were about to take over the northernmost aerodromes of 4 Group to form their own 6 Group, and Breighton, the satellite of Holme, where I was to meet, fall in love with and become engaged to J - , who, when the war was over became my wife. I should have, to have been true to form, snapped up the book on its first appearing, but for various reasons, I did not. Instead, I heard reports – all good – of it from D - , an Ex-W.A.A.F., who features on a whole page of it, complete with her charming photograph, and with whom I had been corresponding. And I heard of it from Alan, a friend who was instrumental in having a memorial installed on the village green close to the place where Pilot Officer Cyril Barton, V.C., of 578 Squadron in 4 Group, sacrificed his life in bringing back his crippled and half-crewed Halifax after the disastrous Nuremberg raid. Alan was a schoolboy at the time and was among the first on the scene of Cyril Barton’s crash. He has, most worthily, devoted a considerable amount of his time and energy to ensuring [page break] that Cyril’s sacrifice will never be forgotten. It was as a result of this that, just before J – died, I met Alan, a very caring man, a man who has become a true friend to me. He was given the book as a birthday present. He and I live in neighbouring towns. We speak on the telephone quite often; we meet whenever we are able and always find much to talk about, as Alan was also in the Royal Air Force. He was thrilled to receive the book, which, naturally, contains material concerning Cyril Barton. I had been searching bookshops for it, but without success; I had been waiting for the local Library to obtain it for me. Early one evening there was a ring at my doorbell. Alan was standing there, cheerful as ever, a welcome sight indeed. He was carrying something flat in a Sainsbury’s carrier bag. With typical generosity he said that as he and his wife were shortly going on holiday, I might as well have the benefit of the book while he was away. I was grateful to him, and leafed through it while we chatted for a while before he had to leave to go to work. He showed me a picture in the book of Cyril’s wrecked aircraft and of Alan himself, as a schoolboy, standing near to it, very soon after the crash occurred. When Alan had gone, impressed by the high quality of the book and by the photographs in particular, many of them amateur pictures taken by wartime aircrew members, I leafed through its pages, then worked through them systematically. There were many poignant, familiar scenes. Of aircraft and their crews, of aerodromes and their buildings, targets in Germany and the occupied countries, pictures of people I had known of by reputation, people I had known personally, many I had never known. I found myself wondering how many of those young faces smiling at me from the pages were now, like myself, turning these same pages thinking, as I was thinking, “Oh, yes, I remember a scene like that”, or how many if them were no longer able to do this. A lump was gathering in my throat as I turned to a particular page and saw, among a group of captions, one which read ‘Interrogation for 78 Squadron crews as others await their turn, following the raid [page break] on Berlin on 31st August/1st September 1943.’ Reading it, I thought, “Well – I was an Intelligence Officer to 78n Squadron at that time.” Then I looked at the photograph and saw myself pictured there, in the far corner of the room, writing down the replies to my questions to the crew – heaven only knows who they were – at my table. “My God,” I exclaimed. I could not help it and I am not ashamed to admit that my eyes flooded with tears. I had no idea that the photograph had been taken; the author’s credit was to Gerry C - , who was a pilot on the Squadron at that time, whom I knew, and with whom I am still in contact. I felt as though I had been wrenched back in time to that night, almost fifty years ago, as though the intervening years had never been, as though I were still at Breighton, working those long and irregular hours in the windowless Operations Room alongside Derek and Pam, with one or other of the W.A.A.F. Watchkeepers – Freda, or the attractive and much sought after Billie, or with J - . I felt, strangely, that all I needed to do was to walk out of the door of this cottage and I would find myself, miraculously, back on the narrow concrete road leading from that house in the hamlet of Breighton with its tall gable-end, along past the W.A.A.F. site to the Nissen huts of the Intelligence Library, the Window Store and the Ops. Room, where the armed sentry would be on duty, where the cornfield would be stretching away to my left, up towards the perimeter track and the runways of the aerodrome. I would return the sentry’s salute and his greeting and I would open the heavy door of the Ops. Room to see, on my left, the huge blackboard with the captains’ names and their aircraft letters already entered for the night’s operation. At the top, the target for tonight, perhaps Duisburg or Mannheim or Essen – or Berlin. The route written underneath that – Base – Southwold – Point A, with Lat. and Long. positions for the route-marking flares to guide the bomber stream to the target. The time of briefing, of the operational meals, of transport out to the aircraft, of starting engines, and of take-off. Of ‘H-Hour’, the time on target. On the wall facing me I would see the huge map of the British Isles, the S.D. 300, blotched in red with gun-defended areas, stuck with broad-headed pins and coloured threads carrying information [page break] about navigational hazards. In the middle of the room the big map table where, after the raid, we spread the mosaic photograph of the German town which had been the target and would plot the crews’ bombing photos. And, to the right, the place where I shall sit, near to the telephones and next to J – who is there behind her switchboard and Tannoy microphone, ready for the night’s operation. If she had been born a man she would, I know, have been a member of a bomber crew, for she thought and talked of little else but bombing operations. Except on stand-down evenings, in the twilight, when we met secretly in the village at a quiet angle of buildings on the main road, near to the bus stop, then cycled to the ‘Plough’ at Spaldington, the nearest village to the bombing range, where, amazingly, there were no other uniforms to be seen in its homely bar. Where we would spend the long, warm evenings over two or three beers, sitting in the high-backed, high-sided wooden seats made for two, made for people like we were then, people who were young and who had met and who loved each other deeply and desperately. And sitting there, talking gently together, we would hear, above the murmur of the farm workers’ talk, the drone of some aircraft, perhaps on a night cross-country flight, perhaps heading for the other side on a raid. Then we would both sit silently, listening, not saying anything, but I know we were both praying for its safe return to base. Sometimes, when our own aircraft had gone on a raid and we were not due on duty until they returned, we would steal a precious hour together, sitting with our arms around one another in the darkness, on a low grassy bank under some trees, not far from the unmanned railway level crossing at Gunby, the Sandra lights from the aerodrome shining distantly through the trees, heavy with their summer foliage. For some reason, whenever I hear Delius’ ‘The Walk to the Paradise Garden’ I invariably and inevitable think of J – and I at that place and those wonderful, warm summer nights we shared in the countryside of East Yorkshire, around Breighton. The tears which came to my eyes when I saw my photograph, and the sadness which overwhelmed me, were because now, that Interrogation Room, whose walls, had they been possessed of ears, would have heard [page break] small, unemotionally told tales, couched in the understated phrases of flying men, of achievement, of failure, of heroism, of desperation, triumph and tragedy, that Interrogation Room is now an unoccupied ruin, and the Ops. Room is no more, now part of an isolated dwelling house. I know, for I have been back there, where among so much tragedy, I was so happy. And J - , now, is no more, except in my memory. I sat with her, taking her cold and unfeeling hand in mine, one beautiful summer morning, such as we used to have at Breighton, and I watched her life slip away from the loveliness that had been her. But we shall meet again, I know, she and I, and all the many crew members who came into our lives and went again, and were forgotten by us, like the many dawns and the many sunsets which we shared. . . . . . . . . . . . . [page break] [underlined] GLOSSARY [/underlined] Abort – to abandon an operation and return to base. A.C.P. – Aerodrome Control Pilot, a ‘traffic policeman’ for those aircraft within visual distance. A.G. – Air Gunner. Alldis lamp – high-powered lamp capable of flashing Morse letters. A.P. – Air Publication, usually a book; Aiming Point. A.S.I. – Airspeed indicator. Astrodome – transparent blister half way back along the fuselage of the Wellington. A.S.V. – Anti-surface vessel. A.T.A. – Air Transport Auxiliary, civilian aircraft delivery service. Base – parent Station of one or more satellite aerodromes. Three, four, or even five Bases and their satellites constituted a Group. base – one’s home aerodrome. Best blue – best uniform. Bind – (noun) nuisance, annoyance. (verb) to complain, tiresomely. Bomb plot – plan of the target area annotated with the positions of each of the Squadron aircraft’s bombing photos. Bombing Leader – senior Bomb-Aimer on a Squadron, responsible for instruction and training of other Bomb-Aimers. Bombing photo – vertical photo taken automatically on release of an aircraft’s bombs, thus showing the point of impact. Boost – petrol/air mixture pressure at the engine inlet manifold. Buck House – Buckingham Palace. Bullseye – bomber exercise in conjunction with friendly searchlights. Circuits and bumps – take offs, circuits and landing, the staple diet of training pilots. C.O. – Commanding Officer. Cookie – 4000 pound High Capacity blast bomb, nicknamed by the press and B.B.C. ‘blockbuster’. DC3 – Douglas Dakota twin-engined transport aircraft. Also known as a C-47. Defiant – Boulton Paul single-engined fighter/night fighter. Two-seater, the rear seat being in a rotatable 4-gun turret. [page break] D.R. – Dispatch rider. Drem lighting – aerodrome runway and perimeter track lighting, protected by metal dish-shaped hoods so as to be invisible from above. First used at R.A.F. Drem, Scotland. Early return – (later knows as ‘boomerang’) aircraft returning from an abortive sortie. E.F.T.S. – Elementary Flying Training School. Erk – Aircraftman. E.T.A. – Estimated time of arrival. Feathering – device which enabled the pilot to turn the blades of a propeller edge-on to the direction of flight, thus minimising the drag on the aircraft in the event of an engine failure. Flak – German anti-aircraft fire. Flights – Flight Offices and crewroom. Flying the beam – flying from A to B by means of an aural signal transmitted by B. Fresher – a new crew; such a crew’s early operational flights; the target for such a crew. Fizzer, stick (or put) on a – charge with an offence. Gee – radar navigational aid which enabled an aircraft to fix its position. Had a limited range which just covered the Ruhr and was susceptible to jamming. Gen – information, news, divided into ‘pukka’ (true) and ‘duff’ (false). (Meteorological Officers were invariably known as Duff Gen Men.) Geodetics – aluminium girders formed into spiral basket-work construction which made up the fuselage and mainplanes of the Wellington. Get weaving – get going, get started. Glim lamps/lights – low-powered lights which formed the flarepath of an aerodrome. Glycol – Ethylene glycol, liquid coolant. Gong – medal. Goose-necks – paraffin flares housed in watering-can-shaped containers. Supplemented Drem lighting. G.Y. – Grimsby. Gyro – gyroscopic compass. [page break] 1 Group – Bomber Group in north Lincolnshire consisting of, originally, 4 R.A.F., 3 Polish and 2 Australian Wellington Squadrons, latterly, of Lancaster Squadrons. 3 Group – Bomber Group in East Anglia consisting of, originally, Wellington Squadrons. Converted to Stirlings, latterly to Lancasters. Halifax – Four-engined Handley Page bombers with crew of seven. Nicknamed Hali or Halibag. Hampden – Twin-engined Handley Page medium bombers, crew of three. Harvard – single-engined North American Aviation Co. advanced fighter trainers. Also know as Texan or AT – 6. “Have a good trip” – Between close friends on a Squadron this parting remark was occasionally varied by the addition of “Can I have your egg if you don’t come back?” This was part of the grim humour current among bomber aircrew. H.E. – High explosive. High – anticyclone, high-pressure weather system. H2S – Radar device which showed a ground plan of the earth below an aircraft. Ident. light – identification light, a small nose-light used for flashing Morse. I.F.F. – Identification friend or foe. Radar set carried on an aircraft to identify it as friendly to British ground defences. Set to ‘Stud 3’ it gave a specially-shaped distress trace on ground radar screens. Int. – Intelligence. Intercom – internal ‘telephone system’ in an aircraft. Interrogation – now known, in view of the current overtones of ill-treatment which have become implicit in the term, as ‘de-briefing’. I.T.W. – Initial Training Wing. Juice – petrol Kite – aircraft. [page break] L.A.C. – Leading Aircraftman. L.A.C.W. – Leading Aircraftwoman. Line-shoot – boast. Link Trainer – a simulator which gave practice in instrument flying. Lysander – Single-engined Westland Aviation Army co-operation (originally) aircraft. Mag drop – the reduction in r.p.m. of an engine when one of its two magnetos was switched out. Mae West – Inflatable life-jacket which gave to its wearer the contours of the famous film actress. Mosaic – collage of aerial photographs, taken probably at different times, but from the same height, making up a complete picture of a German town, and used to plot bombing photos. Nav. – navigator, navigation. N.F.T. – night-flying test. Nickels – British propaganda leaflets dropped over enemy territory. To drop the leaflets was known as nickelling. Observer – Navigator/Bomb-aimer in twin-engined bombers prior to the establishment of these as separate categories. Occult – white flashing beacon showing one Morse letter whose latitude and longitude was carried by Observers or Navigators (in code). On the boat – posted overseas, or, when overseas, posted to the U.K. One o’clock – slightly to the right of dead ahead (twelve o’clock). Dead astern was six o’clock. Ops – operations. O.T.U. – Operational Training Unit. Oxford – twin-engined advanced bomber-trainer, made by Airspeed Ltd. Peri. track – perimeter track, a taxying track connecting the ends of the runways on an aerodrome, and having aircraft dispersal points leading off it. Pigeon – homing pigeon carried in bomber aircraft to carry a message back to base giving the aircraft’s position in the event of ‘ditching’ (landing in the sea), when the aircraft would be too low for its radio transmissions to be heard. [page break] Pit – bed. Pitch controls – varied the angle of the propeller blades and consequently controlled the r.p.m. of the engine. Pitot head – (pronounced pea-toe) fine-bore tube facing forward which supplied air pressure from the movement of the aircraft through the air and showed this pressure as airspeed on a ‘clock’ in the cockpit. P/O – Pilot Officer (not necessarily a pilot!) Poop off – shoot off. P/O Prune – a cartoon character in Tee Emm (q.v.), an inept pilot forever involved in accidents of his own making. Portreath – R.A.F. Station in Cornwall Prang – crash, wreck, break. Press the tit – press the button. Prop – propeller, more properly, airscrew. P.R.U. – Photographic Reconnaissance Unit. Pundit – aerodrome beacon, flashing two red Morse letters which were changed at irregular intervals. The beacons were always within two miles of the parent aerodrome, although their position was changed nightly. R.A.A.F. – Royal Australian Air Force. R.C.A.F. – Royal Canadian Air Force. Resin lights – low-powered lights at the rear of an aircraft’s wingtips, illuminated over this country as a warning to friendly night-fighters. Colours were changed at irregular intervals. Revs – revolutions. Rolling the bones – gambling with dice. R/T – radio telephone (speech). Sandra lights – cone of three searchlights stationary over an aerodrome, to assist returning aircraft. Scrub – cancel. Second dickey – second pilot. S.D. – secret document. S.D.300 – wall-map of the U.K., kept in the Ops Room and maintained by the Watchkeepers, showing positions of all gun-defended areas, navigational hazards and convoys. [page break] S.F.T.S. – Service Flying Training School. (Stage following E.F.T.S.) Spit – Spitfire. Spoof. – feint. Sprog – newly arrived, newly joined, raw, inexperienced. Square-bashing – drill. Stall – lose flying speed. Stirling – four-engined bomber manufactured by Short Bros. Stooge – boring, casual or haphazard flying. Stud 3 – Distress frequency setting on I.F.F. (q.v.) Sullom Voe – R.A.F. Station in the Shetlands. Sweet Caps – Sweet Caporal cigarettes, a popular Canadian brand. Tee Emm – Air Ministry Training Magazine. Humorously written and comically illustrated aid to safe flying and good navigation and gunnery. It was extremely popular with all aircrew. Trailing edge – rear edge of mainplane or elevators. Trimmers – (or ‘trimming tabs’). Small adjustable sections of the aircraft’s control surfaces, enabling it to be flown, when they were carefully adjusted, without undue pressure on the controls by the hands and feet. Undercart – undercarriage. u/s – unserviceable. u/t – under training. Vic – V. W.A.A.F. – Women’s Auxiliary Air Force; a member of same. W.A.A.F. (G) – Officer responsible for the discipline and well-being of all W.A.A.F. on a Station. Watchkeeper – W.A.A.F. Sergeant who acted as a clearing house for all telephoned outgoing and incoming secret operational and other information, and who was responsible for its prompt and correct transmission to the appropriate person(s). Wellington – twin-engined Vickers bomber with a crew of six. Wimpy – Nickname for the above. Derived from the character in a ‘Daily Mirror’ cartoon – J. Wellington Wimpy, a friend of Popeye. [page break] Wingco – Wing Commander. (C.O. of a bomber Squadron). W/T – wireless telegraphy (Morse code). Y.M. – Y.M.C.A. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Loose on the wind Description An account of the resource Written in 1994, the document begins with a dedication, a poem and then a series of stories which together form the memoirs of Harold Yeoman, an officer who served in Bomber Command during the war, initially as a pilot on Wellingtons and then as an Intelligence Officer. He relates his activities both professionally and personally during this time and recounts the many friends and colleagues he lost whilst on operations. He recalls his flying training on the Tiger Moths at RAF Sywell, then on to Moose Jaw, Saskatchewan, Canada for further training. He was then posted to Bassingbourne O.T.U. to train to fly Wellingtons, before going to RAF Binbrook on operational flying duties. Harold flew a number of operations before being grounded due to medical reasons. It was whilst he was grounded that his crew were reported as missing and subsequently recorded as killed in action. While waiting for his Medical Board, Harold was stationed at the Operational Training Unit at RAF Moreton-in-the-Marsh ferrying brand new Wellingtons from Kemble to Moreton to hand over to pupil crews. He was then moved to ‘X’ Flight of the O.T.U and trained new pilots before being grounded, again for medical reasons, before being transferred into Intelligence for Bomber Command. He completed his R.A.F. career in Penang as an Adjutant. Creator An entity primarily responsible for making the resource H Yeoman Date A point or period of time associated with an event in the lifecycle of the resource 1994-11 Contributor An entity responsible for making contributions to the resource Tricia Marshall Maureen Clarke Format The file format, physical medium, or dimensions of the resource Multipage printed document Language A language of the resource eng Type The nature or genre of the resource Text Text. Memoir Text. Poetry Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Civilian Royal Air Force Royal Air Force. Bomber Command Royal Canadian Air Force Royal Australian Air Force Spatial Coverage Spatial characteristics of the resource. Great Britain England--Northamptonshire England--Northampton England--Devon England--Torquay England--Cheshire England--Wilmslow Iceland Iceland--Reykjavík Canada Nova Scotia--Halifax Nova Scotia--Cape Breton Island Saskatchewan--Moose Jaw England--Suffolk Germany Germany--Dortmund-Ems Canal Netherlands Netherlands--IJssel Lake Germany--Kiel Germany--Essen England--Lincolnshire England--Grimsby Germany--Wilhelmshaven Germany--Cologne England--Berkshire England--Reading Netherlands Netherlands--IJmuiden Germany--Essen Germany--Hamburg Germany--Sylt Germany Germany--Helgoland Atlantic Ocean--Baltic Sea Germany--Lübeck Germany--Duisburg Germany--Bochum England--Gloucestershire England--Yorkshire Burma Burma--Rangoon Malaysia Malaysia--Kampong Sungai Gelugor (Pinang) Malaysia--George Town (Pulau Pinang) Malaysia--Butterworth (Pulau Pinang) England--Buckinghamshire Wales--Vale of Glamorgan Germany--Nuremberg Saskatchewan Nova Scotia Germany--Ruhr (Region) Europe--Frisian Islands Temporal Coverage Temporal characteristics of the resource. 1942-09 1942-05 Identifier An unambiguous reference to the resource within a given context BYeomanHTYeomanHTv1 Rights Information about rights held in and over the resource 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. Publisher An entity responsible for making the resource available IBCC Digital Archive 1 Group 12 Squadron 4 Group 578 Squadron 78 Squadron air gunner Air Transport Auxiliary aircrew animal Anson anti-aircraft fire B-17 B-24 bale out bombing bombing of Hamburg (24-31 July 1943) bombing of Nuremberg (30 / 31 March 1944) control tower crash crewing up Defiant faith fear final resting place flight engineer flight mechanic forced landing Fw 190 Gee Gneisenau grief ground crew ground personnel Guinea Pig Club H2S Halifax Hampden Harvard In the event of my death letter intelligence officer Ju 88 killed in action Lancaster love and romance Lysander Manchester McIndoe, Archibald (1900-1960) medical officer mess military ethos military living conditions military service conditions navigator observer operations room Oxford pilot Prinz Eugen prisoner of war RAF Bassingbourn RAF Bawtry RAF Binbrook RAF Breighton RAF Finningley RAF Halton RAF Holme-on-Spalding Moor RAF Kemble RAF Linton on Ouse RAF Little Rissington RAF Mildenhall RAF Moreton in the Marsh RAF St Athan RAF Sywell RAF Torquay RAF Tuddenham Scharnhorst searchlight shot down Spitfire sport Stalag Luft 3 Stirling Tiger Moth training Victoria Cross Wellington Window wireless operator wireless operator / air gunner Women’s Auxiliary Air Force https://ibccdigitalarchive.lincoln.ac.uk/files/original/1277/19137/LOwenDE1153507v2.pdf 4e8224b0d4e784e17c8ec259cc504ae5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Owen, David Eric D E Owen Description An account of the resource Two Log books belonging to D E Owen (153507 Royal Air Force). He flew operations as a flight engineer with 149, 617 and 9 Squadrons. The collection has been loaned to the IBCC Digital Archive for digitisation by Marian Owen and catalogued by IBCC Digital Archive staff. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2015-06-23 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Owen, DE Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource D E Owen’s flying log book for navigators, air bombers, air gunners, flight engineers. Two Creator An entity primarily responsible for making the resource Great Britain. Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Contributor An entity responsible for making contributions to the resource Mike Connock Rights Information about rights held in and over the resource 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. Format The file format, physical medium, or dimensions of the resource One booklet Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Identifier An unambiguous reference to the resource within a given context LOwenDE1153507v2 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Spatial Coverage Spatial characteristics of the resource. France Germany Great Britain Italy Atlantic Ocean--Baltic Sea England--Lincolnshire England--Suffolk France--Le Creusot France--Lorient Germany--Bremen Germany--Cologne Germany--Dortmund Germany--Duisburg Germany--Düsseldorf Germany--Hamburg Germany--Mannheim Germany--Merseburg Germany--Munich Germany--Nuremberg Germany--Rostock Germany--Saxony Germany--Stuttgart Italy--Milan Italy--Turin France--Bordeaux (Nouvelle-Aquitaine) Germany--Ruhr (Region) France--Saint-Jean-de-Luz Germany--Borna (Leipzig) Temporal Coverage Temporal characteristics of the resource. 1942 1943 1944 1945 1946 1942-11-16 1942-11-17 1942-11-22 1942-11-23 1942-11-28 1942-11-29 1942-11-30 1942-12-16 1942-12-17 1942-12-20 1943-01-15 1943-01-23 1943-02-03 1943-02-04 1943-02-05 1943-02-13 1943-02-14 1943-02-15 1943-02-16 1943-02-17 1943-03-03 1943-03-04 1943-03-08 1943-03-09 1943-03-10 1943-03-11 1943-03-12 1943-04-15 1943-04-16 1943-04-17 1943-04-18 1943-04-20 1943-04-21 1943-05-22 1943-05-23 1943-05-24 1943-05-25 1943-05-26 1943-05-27 1943-06-11 1943-06-12 1943-06-19 1943-06-20 1943-07-29 1943-07-30 1944-01-14 1944-01-15 1945-03-22 1945-03-27 1945-04-07 1945-04-08 1945-04-09 1945-04-13 1945-05-04 1945-05-12 1945-06-13 Description An account of the resource Flying log book for navigators, air bombers, air gunners, flight engineers for D E Owen, flight engineer, covering the period from 29 August 1942 to 9 May 1946. Detailing his flying training operations flown and instructor duties. He was stationed at RAF Stradishall, RAF Mildenhall, RAF Lakenheath and RAF Scampton, RAF Balderton, RAF Syerston, RAF East Kirkby, RAF Bardney, RAF Waddington, RAF Salbania and RAF Binbrook. Aircraft flown in were, Stirling, Lancaster and Oxford. He flew 24 night operation with 149 squadron and one operation with 617 squadron until crashing on Salisbury plain during low level exercise and being admitted to hospital During his time with 617 Sqn he had one flight piloted by Guy Gibson (27.7.43 low level cross-country). He returned to flying on 2 February 1944 and then completed 3 daylight and 3 night operations with 9 squadron. Targets were St Jean de Luz, Stuttgart, Turin, Bordeaux, Duisburg, Lorient, Hamburg, Cologne, Nurenburg, Munich, Mannheim, Rostock, Dortmund, Düsseldorf, Le Creusot, Milan, Merseburg, Bremen, Farge, Molbis, Lützkendorf and Prinz Eugen. He had one Cook's tour flight and participated in Operation Exodus and Operation Dodge. His pilots on operations were&nbsp;Flight Lieutenant Kellaway and Wing Commander Harrison. Conforms To An established standard to which the described resource conforms. Review Oct 2024 149 Squadron 1657 HCU 1668 HCU 617 Squadron 9 Squadron air sea rescue aircrew anti-aircraft fire bombing Cook’s tour crash Distinguished Service Order flight engineer Gibson, Guy Penrose (1918-1944) Heavy Conversion Unit Lancaster Lancaster Finishing School Lancaster Mk 1 Lancaster Mk 3 mine laying Operation Dodge (1945) Operation Exodus (1945) Oxford Prinz Eugen RAF Balderton RAF Bardney RAF Binbrook RAF East Kirkby RAF Lakenheath RAF Mildenhall RAF Salbani RAF Scampton RAF Stradishall RAF Syerston RAF Waddington Ruhr Campaign (5 March – 10 July 1943) Stirling training https://ibccdigitalarchive.lincoln.ac.uk/files/original/547/11783/PWynneH1825.jpg 2695d69ffdc319eadc27dd83dd8e46ac https://ibccdigitalarchive.lincoln.ac.uk/files/original/547/11783/AWynneH-AtkinsonG180508.mp3 2f104dfd844ef6b76a21ae95d8ac858f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wynne, Helga Description An account of the resource 10 items. Includes family photographs and two oral history interviews with Helga Wynne (b. 1926) who reminisces her childhood in Kiel, the death of her future fiancé when the train he was travelling on was bombed, and her coming over to Great Britain in 1948. The collection has been loaned to the IBCC Digital Archive for digitisation by Helga Wynne and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-08-02 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Wynne, H Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document HH: This is Heather Hughes for the International Bomber Command Centre Digital Archive and I am in [ buzz] Flixborough with Helga Wynne and Gordon Atkinson, and it is the 8th of May 2018. Did I get all of that right? I think so. HW: Yeah. HH: Helga, thank you so much for agreeing to tell your story to us. HW: Yeah. You’re welcome. HH: Because I think it’s a remarkable story. So, if we could start with your very very early life. Would you like to tell us where you were born and when and something about your family? HW: Yeah. I was born on the 10 7 ‘26 in Germany. In Kiel, and we lived right in centre in town. We lived about four or five years and then my father went to outskirts from Kiel and built a house. So that is where my life really began. In there. So — HH: So, was your dad, what was, what profession was your dad? HW: So my, my father in his younger days he was a sailor and he joined when he was fourteen years of age. GA: On sailing ships that, wasn’t it? HW: On the, yeah. HH: On sailing ships. HW: Yeah. And he never went back. That was in Danzig. It, it called — HH: Gdansk. GA: Gdansk. HW: Gdansk. Yeah. In Poland. HH: In Poland. Now. Nowadays Poland. Yes. HW: But when he was born it belonged to Germany so that made him a German. So after that he got married and like I said already he built his own house. There were twelve children of us. Nine girls and three boys and I’m the ninth in the line. HH: And in terms of the three girls, the boys and the girls where are you in the whole — HW: Yeah. That was a big house what he built. HH: And, and were you the youngest altogether? GA: No. You were number nine didn’t you say? HH: Or just the youngest girl? HW: I more or less was one of the youngest one. HH: Ok. HW: The fourth youngest. Yeah. HH: Ok. HW: And of course, I had no brothers in the war because one brother who was deaf and dumb so they didn’t take him, and the other two were too young so, but I had all brother in laws in the war and several of them of course they got killed. And one day in my younger day I was in the kitchen with my mother and all of a sudden the door ripped open and the Nazis came in. So, we were frightened to death. We wondered what it was all about and they wanted to see my father. And so, my mother said, ‘Alright. He’s out.’ He was a shipbuilder. Told them where he was and they went and fetched him. So, they came back and he had to show the certificate that he was born in, in Danzig. What they called Gdansk but when he was born it belonged to Germany so that made him German so they were satisfied. They saluted and went out and took my father back. But I must say when first Hitler came in we were very poor. You know, at that time my father was out of work at that time but they looked after us. They brought us food. They brought us coal. And that’s how he got that job. So, he had his good points even if he had his bad ones. So, of course when I was fourteen I had to start working and I went on the farm. And all, all young girls before they started profession they had to go on the farm or they had to go and live with a family to see what life is all about, what they’re going to do when they get older and I chose to go on the farm. HH: Was that, was that a long way from where you lived, Helga? HW: Yeah. Yeah. That’s right. Yeah. And of course, I had a bad accident there. I was, we were going to feed the cows and it was a loft and go in the loft to get the straw down for the cows and while I was running over it I, it, I walked over a bale of straw and that covered the, the loft like and I didn’t know. Of course, I fell through, landed on my back and if it wasn’t for the bale of straw I could have been dead but that actually saved my life in a way so — HH: So, did you land on a bale of straw? HW: Yeah. Yeah. But I still damaged my spine and that. HH: And did you have medical attention? HW: Yeah. And I was in hospital for a few weeks and I was in a plastic jacket for six months. Of course, when I got over all this problem I started, I went to, went to Kiel, in town to a Children’s Hospital as a student. And of course, one day we had a what do you call it — ? GA: Air raid do you mean? HW: Yeah. Air raid. Yeah. GA: You’re jumping forward now. HW: And we were all sheltering in a cellar. Well, it wasn’t really a cellar. It was halfway above the ground and halfway under but the Children’s Hospital, they all had children in there under the age of fifteen. And they all more or less scarlet fever, measles and things like that. It was a private hospital. HH: And that was in Kiel. HW: Yeah. That was in Kiel. And — HH: Ok. So, when did you start working in the hospital? Was it before the war? HW: During the war. HH: So, you started work there — HW: Yeah. HH: During the war. HW: Yeah. Yeah. That’s right. Yeah, and of course they first they throw phosphor bombs like. All the building was on fire and I was on fire duty like but they wouldn’t let me go up to do anything because we knew the next lot of bombers was coming in with the heavy bombs. So, anyhow, we got all set looking after the children, the bombs dropped in and I got buried. So, luckily in the next room there was two students and they managed to got me out. HH: They managed to get you out. HW: Yeah. But next to me was one of the doctors and they couldn’t get her out. HH: They didn’t make it. HW: No. The burning steps came on falling. Falling on her. Anyhow, after when I got all over that I met — HH: Now, when you say when I you got all over that did that take you a while to recover? HW: Well, it did. Yeah. Yeah. I’ve been — HH: So were you, did you have — HW: Off sick and that. Yeah. Yeah. HH: You were. Ok. Yeah. HW: And then I met my late fiancé. GA: That’s jumping quite a bit. HW: Yeah. And — GA: After the, after the — HW: Yeah — GA: Bullets had stopped flying when she met Harold. You know what I mean? It’d be after 1945. HH: Yeah. GA: Yeah. HH: But, but you first, you, you had met somebody who was in the German Navy. GA: Yeah. HH: Is that right? GA: You missed that out. HW: Yeah. GA: You missed that. HW: Ok. GA: Going to Westphalia. HH: So, tell me about your fiancé. HW: This is what I get to now. I met him and he was, he was on the ship called Prinz Eugen and it got bombed badly so all his mates got legs and arms off and he said that was too terrible to see so he decide to go to a submarine. He said, ‘I’ll either be killed or be alive.’ So, this is what happened. HH: How did you meet him, Helga? HW: He was in Kiel. In, in his— GA: Kiel was a Naval base. HW: Yeah. A Navy base. Yeah. GA: They met — HW: Training younger sailors like. Anyhow, I got, after a time I was three months pregnant so we decide to get married but it was very difficult, the war being still very heavy. So I went to Westphalia, near the Dutch border to his parents and that’s when we was going to get married. He came on a short leave, only for two days to get married and go back but while we were on the train together it got attacked by a plane during the night. I think it was American plane. Just one among and it fired machine guns. HH: At the train. HW: Yeah. And of course, we stood so close together how I didn’t get hit I don’t know. It just ripped my coat and the bullet went into him and killed him. So, two days later we should have been married but it didn’t come off. And anyhow — HH: Yeah. That must have been really difficult for you. HW: It was very very hard. Yeah. HH: How did you cope? HW: You do when you’re young don’t you? And you know you had to. Life goes on, doesn’t it? GA: Did you, you stayed with his mother in law at that time, did you? Just after that tragedy. HW: Did what? HH: Did you carry — GA: Did you stay with, with your mother in law? HW: Yeah HH: Did you carry on staying with his parents? HW: Yeah. I had to because the war was really, they was all coming in in Holland and that and, in fact they came in Holland and then on the Rhine and that was near the Rhine where his parents lived. Of course, he got, he got buried there where his parents is because that’s where he got died. And the war finished there in March. Well, it was still going on in Kiel so I couldn’t get back home. So, I went back after the, you know everything was settled in June. I came back. Of course, I had a baby by then and no father to look after it. So, but his parents were quite well off. So — HH: And did they, did they, did they look after you and the baby? HW: Yeah. And he’s still there. We’re in touch. He keeps coming to see us. He’s married over there like. HH: And what’s his name? HW: Willy, after his father. HH: His father’s name was Willy as well, was it? HW: Yeah. Wilhelm. Yeah. HH: Yeah. HW: And I’ve, one of my brother in laws he was on the Scharnhorst so he, he got killed of course. HH: Yeah. HW: And another one he was only six weeks on the mine sweeper and they run on the mine and he got killed. And another brother in law he was in Hamburg visiting like, my sister and the bombing was going on and he got buried somewhere but nobody ever found him. HH: So, that must have been just terrible for, that your, for — HW: Yeah. HH: For the parents — HW: Yeah. HH: Who lost all of those sons. HW: Yeah. Yeah. Well, you see, they are brother in laws but not my own — HH: Yeah. HW: Brothers you see. HH: Yeah. Yeah. HW: And then my other one — HH: How did your parents cope with that? HW: They, they never spoke about that. HH: They just didn’t speak about it. HW: No. No. HH: They probably just couldn’t. HW: No. This is it. Yeah. GA: Did your, did your mother drove a tram didn’t she? Didn’t your mother drive a tram? HW: Yeah. My — HH: During the war your mum — HW: Yeah. She was a tram driver in Hamburg. GA: Was your, was your younger sister set in the foot — HW: Yeah. GA: The footwell of the tram. HW: She had one of my younger sister. She was only a year old. She used to sit her in a corner while she was driving a tram. Of course, it wouldn’t be allowed today. HH: No. But what else could you do then? HW: Yeah. That’s true. Yeah. You see. To earn a living, isn’t it? You have to help. HH: Gosh. GA: Your father was working in the Krupps ship building yards. HW: Yeah. Of course, that all got bombed badly and so on but — HH: Did your father survive? HW: Oh yeah. My parents survived the war because, but he died I think a few years after the war from cancer like and my mother lived twenty years after that on, on her own. HH: Gosh. HW: Of course, she sold the house then and went to finish within a home like. HW: When I met my late husband that was in 1947. HH: And where was that? HW: And that, he was a paramedic in Kiel. And we’d been out to a dance and that’s how we met. It was a few months later we got engaged. And then 1948 he brought me over to England and we got married and I think I was one of the first girls in Scunthorpe who got married to an Englishmen because crowds of people come to watch us. HH: Gosh. HW: Because I was German, you see. Yeah. GA: That was at Burton Church, wasn’t it? HW: Yeah. HH: And that was at Burton Church. HW: I got married in the Burton Church and the buses even stopped and looked and took photographs and it was — HH: So, it was quite a celebrity wedding. HW: It must have been. Yeah. And I couldn’t figure why but I realised later that I was more or less one of the first one in Scunthorpe who got married to an Englishman. HH: Gosh. HW: Anyhow, we got, I got three sons. HH: You had three sons together. HW: With Harold. Yeah. HW: And of course, he, he died in 2000. He had cancer. I nursed him in bed for nine weeks. It was hard but I looked after him ‘til he died. HH: And how did you find, how was it from your point of view as a German woman coming to live in, in Britain at that time? HW: Well, when you’re young and in love you don’t see anything different. You’re just happy. I’ve never really been homesick. I’ve been very happy. I had a happy marriage. HH: But you were made welcome, were you? HW: Yes. His parents, yeah made me very very welcome. I couldn’t have been looked after any better. They thought the world of me. HH: And where did they live? Your parents in law. HW: They lived at Thealby. Not far from here. GA: About three, four miles, you know? HW: Yeah. Yeah. They really replaced my own parents. They did. Yeah. Because they never had any girls I was the only girl in the family so of course I would be welcome. GA: They met your mum and dad, didn’t they? Did Harold’s dad, didn’t, did Harold’s mother or was it just his dad, yeah his dad went to Germany? HW: Yeah. HH: Did the families meet? GA: Yes. HW: Yes. Yes. I, we went to Germany. Twice we took parent in laws with us and my father in law enjoyed it so much he went on his own with a friend and stayed with my sister. HH: Fantastic. HW: And really enjoyed it. Yes. HH: Brilliant. HW: Of course, we went nearly every other year with the children like. So — HH: To keep in touch with your family. HW: Yeah. Yeah. So, they were in touch. And then with my late, with my eldest son of course they met him and they’ve been over here quite a few times. HH: Have they? HW: Yeah. And they still come. Yeah. They are coming again next month. HH: Lovely. HW: Yeah. And of course, then a year and a half ago I broke my leg. HH: Oh. HW: And of course, it put me back a bit in the wheelchair like. And Gordon looks after me like with doing our best what we can. Several, I broke my ankle. Got a pin in it. I broke my arm while I’ve been here. I broke my big toe. So, I’ve had quite a few breaks, haven’t I? Yeah. I had my eyes done. Cataracts. And now they’ve found out that I’ve got what do you call them? Floaters. HH: Oh, those are horrible. HW: Yeah. HH: I’ve had those. GA: Yeah. HW: And they won’t operate because they said after they do it it wouldn’t do any good. HH: No. HW: So therefore — HH: You just have to wait. HW: Yeah. I’m gradually going blind now. Yeah. Because it’s really getting bad. HH: Well, you know what my mother says? Old age is not for the faint hearted. GA: It is. Indeed, it’s not. HW: That’s right. And I have to use my magnifying glass for everything now. HH: Yeah. HW: But I — HH: Tell me a little bit about your life between 1948. I mean your husband worked where? HW: Yeah. HH: Harold. HW: He worked, he worked at the steelworks. HH: In Scunthorpe. HW: Yeah. HW: He was, in the army he was in the medic. GA: A medic. The Royal Medical Corps. HH: So, so did — HW: Yeah — HH: Did he, he was demobbed was he? GA: Yeah. HW: Yeah. He was demobbed and then he sent for me. GA: It was basically National Service he did, wasn’t it? HW: Yeah. HH: Oh, National Service. HW: Just for two years. HH: Ok. GA: Just after the war you see. HH: Just after the war. GA: ‘47 48. HH: Right. GA: Something like that. HW: And course — HH: So, then he, he finished his National Service. HW: Yeah. HH: And then, and then went to work. Met — HW: Yeah. HH: Met you, married, you got married and then he was in the steel works. HW: He was in the medic in the, in the Army like. He could, he could have carried on because they wanted him in Scunthorpe but the wages I’m afraid wasn’t very good. HH: No. HW: And the steelworks it was better. HH: Much better. HW: So he went to the steelworks. HH: And you? HW: As a smelter. HH: What did you do when he was away at the steel mill? Looking after children? HW: Yeah. This is, well I was only here a year when we had the eldest son like. HH: And that was, what year was your oldest son born? HW: We got married ’48. He was born — HH: ’49. HW: ’50. Yeah. HH: Oh, ’50. HW: No. HH: ’50. HW: ’50, yeah. Yeah. HH: And the other ones? What years were they born? HW: Two years later. Well, I’m afraid I lost him six months ago. He passed. GA: 12th of August last year, wasn’t it? When he died. HW: Yeah. He passed away. He had lung cancer and, yeah, I’m afraid. HH: And that was the middle son. HW: Yeah. That was the middle one. HH: And then the youngest one? HW: The eldest one lives in Wales. HH: In Wales. HW: Yeah. I’m afraid it isn’t very good news there because he’s got cancer in his throat. HH: Whereabouts in Wales do they live? GA: Near Swansea. HH: Ok. South Wales. GA: South Wales. HW: Yeah. HH: So it’s quite a long way away. HW: Yeah. Yeah. GA: Oh, a long way. Yeah. HW: It is. Yeah. Well, he came about two weeks ago. GA: Yeah. HW: Didn’t he? They keep coming up like but of course it’s a long way. I mean he’s got three children and they’ve all got family. So I’m a great grandmother to six others. HH: Six. Six times a great granny. GA: Yeah. HH: That’s wonderful. HW: Yeah. Three. Three times grandmother. HH: That’s wonderful. HW: Yeah. HH: So, you, you have a very large family. HW: Yeah. Oh, yes and they come regularly to see us. Yes. Yes. HH: That’s great. HW: It is. Yeah. HH: Yeah. Yeah. HW: But they all live apart. Nobody near us like. They live in Goole and oh one lives in [unclear] doesn’t he? GA: Yeah. HW: The other one in Hull. GA: Katie. She’s in Hull. HW: Yeah. HH: Yeah. That’s, that’s, that’s families today. GA: Yeah. Yeah. HW: Yeah. HH: I mean it is remarkable I think that you have been so settled here for so long in the same house. HW: Yeah. GA: To work. HH: Sixty seven years. GA: Ever since you’ve been here you’ve always worked on the farm doing the potato picking and — HW: I always worked on the farm. HH: So, you went back to farm work which is how you started. HW: Yeah. Yeah. GA: Yeah. HW: Yeah. In, whatever children went to school I went on the farm to work. I used to drive the tractor. HH: Fantastic. GA: Every farm had a team of ladies out of the village that did the potato riddling. Picking — HH: Amazing. GA: Sugar beet and things like that. HW: Yeah. GA: And that’s what you — HH: That’s quite hard work. GA: Oh yeah. HW: Yeah. But I was tractor driving so it was easier. And I even saved a little boy’s life. HH: How come? HW: Well, they had a swimming pool there on the, on the farm like and while I was coming — GA: It was — HW: Back with the tractor these little kiddies come running and said one of the boys fell in water. So of course, I jumped off the tractor and run straight to the pond and there was a big sheet over the top and I said he couldn’t be in there but then we ripped the sheet off. The foreman and I ripped it off and luckily right in front of me he come up and he was all blue and that. Unconscious. HH: Well, that’s where your nursing experience — HW: Yeah. HH: Would have been really helpful. HW: Yeah. It did. I gave him the kiss of life and brought him around. We wrapped him up in blankets and somebody rang ambulance up. Of course, I had to get home and get changed because I was soaking. HH: Wet. HW: Yeah. Yeah. That was something. Anyhow, a few years later I met the mother and I asked how the little boy was going on. She said he was going on fine but he had a lot of ear complaint. HH: Oh. HW: Yes. HH: Yeah. But he was alive and well. HW: But he was alive. Yeah. HH: Yeah. HW: Yes. HH: Yeah. HW: Yes. It was at the time the front page, wasn’t it? GA: I think it was. Yeah. HW: Yeah. GA: Yeah. HW: Yeah. The foreman — HH: So, when did you stop working on tractors then Helga? HW: I was, I was nearly seventy when I still went potato picking, wasn’t I? GA: You used to help me. Yeah. HW: Not picking but on the machines sorting them. I was nearly seventy and I was still on the farm helping. I enjoyed it. It was outing, plus extra pocket money as well. HH: Yeah. HW: Yeah. HH: Yeah. You’ve had a very eventful life. HW: Yeah. I presume I had. HH: Yeah. HW: But I enjoyed it whatever. HH: And do you still keep in touch? Have you got any of your siblings still alive? HW: I’m afraid all my sisters and brothers all died. I’m the only one left. HH: Oh, so you’re the last one. HW: Yeah. One went — HH: Gosh. HW: One went to Australia. That’s the youngest one and the others all stayed in Germany. One was married to a Greek but she came back to Kiel with her husband and family. But they’ve all passed away I’m afraid. HH: Gosh. HW: So, I’m the only one left. HH: Well, that’s remarkable. GA: You’ve one or two nieces and nephews that you still — HW: I’ve got quite a lot of few nephews and nieces. HH: And you still, you still keep in touch with them. HW: One or — GA: One or two of them anyway. Yeah. HW: One or two. GA: Yeah. HW: Because there’s so many I could not keep up writing to them all. HH: Yeah. Yeah. HW: Yeah. HH: Yeah. Yeah. HW: And if you’re on telephone it becomes quite expensive, doesn’t it? To ring them. HH: Indeed it does. Especially because you’ve got your own large family too. HW: Yeah. Well, this is it. Yeah. HH: Yeah. HW: Yeah. I’ve got my own family over here so they come first. HH: Yeah. Yeah. Do they know your stories? Does your family know your stories? All these stories? GA: Yeah. HW: Well, they would do, wouldn’t they? Yeah. GA: Yeah. HW: But — HH: So you’ve talked to them about your life. HW: Yeah. GA: Briefly. HW: Yeah. GA: Given them bits and pieces over the years. HW: Yeah. HH: Yeah. HW: That’s it. Yes. HH: Yeah. It is a remarkable life. HW: I did. Yeah. HH: Yeah. HW: But it’s like I said I enjoyed the good so you had to take it bad if it comes HH: Yeah. But you lived through some very difficult times in the world. HW: Yeah. Well, that was during the war that was hard. When, when I met my late husband we were actually nearly starving because that week I met him we was a whole week never had nothing to eat at all. And I went to see him where he was in the hospital like and I just collapsed so — HH: Because of hunger. HW: They said, yeah, he said, he went to his mates and said, ‘I don’t know what’s the matter with the girl. She collapsed.’ So, he said, ‘I’ll tell you what’s the matter. They’re starving.’ ‘No. No. No. She would have told me.’ He said, ‘They wouldn’t,’ he says, ‘They’re too proud.’ So of course, he got one of the cooks to give me some dinner. HH: And that helped. HW: And, yeah it did. Yeah. And after that he did Black Market with cigarettes and soap and different things. HH: To get food for you and your family. HW: Yeah, because I lived with my sister. She lost her husband and she had three little children so we were all in the same boat. So, he looked, brought food for them as well which is — HH: Yeah. HW: Was very very nice. HH: So, what, what did you think of, what did you think of Britain when you first arrived? HW: I couldn’t find much different really. No. Because I mean people had their own houses and garden the same like they have in Germany. HH: Could you already speak English? HW: Not a lot. No. Harold, he spoke very good English and I learned, I learned it rather quickly because you’ve got to. HH: So, did he speak German? HW: He spoke German. Yes. Yes, and — HH: So, that’s how you communicated. HW: Yeah. Because I lived with mother in law and it was hard sometimes. She used to say, ‘Set table.’ Told me fetch some plates. Of course, I brought no end of things in. ‘No. No. Plate.’ You know. Eventually you got to — GA: She taught you English money didn’t she and how to shop? Sent you into the shop. HW: Yeah. GA: And stood back, you know. Didn’t she? HW: She, I had to go shopping on my own like. And when I couldn’t tell them what I wanted I used to point. And I wanted some cotton in the market once and I knew how much it was because I quickly learned about the English money. I thought well I have to learn that quick. Of course, when I got my cotton that lady gave me short change. So, I come out and I said to mother in law, ‘This is not right,’ I said, ‘I should have —' so and so. So, the following week the same happened again. So, mother in law told, told that lady then so she said why didn’t she tell me? And the same when we went in, in one of the shops, in the chemist, I wanted something and I said to mother in law, ‘What do I say?’ And she told me in English what I had to say. Of course, I went in and could I have so and so. And they all looked and said, ‘What did you say?’ So, they made me repeat it again. Of course, I changed my tune and they still didn’t understand so I had to repeat it again. So, I came out and told mother in law. I said, ‘They don’t understand what I said.’ So, she said, ‘What did you say?’ So I told her. Well, she said, ‘They should have understood that. Come on I’ll go in with you.’ So, she went in with me and explained. Why? They said, ‘Oh, she had such a lovely accent we liked to hear it.’ HH: So, they were just making you say it over and over again. HW: Yeah. Anyhow, I didn’t mind after that but I thought at first well shall I ever learn the language? HH: Yeah. HW: But — HH: Do you ever get the chance to speak German now? HW: Yes. Yeah. When they ring up from Germany of course I speak English and at odd times, the odd word you forget but it, naturally it comes back. Your mother language always comes back, doesn’t it? HH: I think so. HW: Yeah. HH: Yeah. HW: Same when I write a letter. You know, I can write without any problem. HH: Yeah. It’s amazing. Yeah. And Gordon now you’ve got an interesting connection with that part of the war as well with your uncle. GA: Yeah. HW: Was it an uncle? So tell us about your — GA: My mum’s — HW: Tell us about your — GA: My mum’s cousin it was. HW: Oh, it was your mum’s cousin. GA: Cousin’s sons it would be. Yeah. HH: So, tell us a little bit about that. GA: Well, it was I think about 1913 or so that my mother’s cousins sold up in Scunthorpe, Ashby and lived with my mother’s parents and such like for a, and such a time and they sailed from Liverpool, I think it was Liverpool on the Empress of Ireland and emigrated to Canada. And this was only sort of a year or two years after the Titanic disaster and it was six months before they got to find out for definite but the Empress of Ireland sank in the Gulf of St Lawrence and, but it turned out that my mother’s cousin had landed in Canada. I don’t know whether it was Toronto, Quebec or where it was but, and the Empress of Ireland had smashed in to a coal ship in the Gulf of St Lawrence and sunk with about hundreds of lives on it. But it was six months before they found out and that was the start of these three lads that came over during the war you see. Because I think Leslie who died in the air crash would be twenty four when, when he died so that would have put him, you know born you know, I haven’t work out the exact numbers out but you know, 19 — HH: Yeah. GA: ’15, something like that wouldn’t they? And there was Leslie, Hughie and Frank. Two came as soldiers in the Canadian forces and Hughie was in the Canadian Air Force. HH: Air Force. GA: And — HH: And he was at Linton on Ouse. GA: Linton on Ouse where he flew from. Yeah. I’ve got, I’ve written off to Cranwell to get his full record but it’ll be another few weeks before we, we receive those, I think but — HH: So, you learned all of this from your visit to the IBCC. You didn’t know. GA: I knew. I knew, my mother knew he’d flown from, she thought it was an airfield somewhere near Newcastle. HH: Yeah. GA: You know. HH: North. GA: Because all this east coast is, is just littered — HH: Yeah. GA: With bomber airfields, isn’t it? If you know what I mean. And to the best of her knowledge he’d flown out there. She didn’t know whether it was a Lancaster or, it turned out it was a Halifax. And I still haven’t found out what he was but we thought he was a rear gunner but we don’t know for certain. We’ll probably get that clarified when we get the Cranwell details back but, and presumed lost in the North Sea and that’s all she ever knew. And she said, ‘I would like to know where he —’ you know. And I’ve never been able to find out or ever gone in to such detail. And then when we went to this Canwick Hill, you know, the bomber thing there the lady helped us there find it on the computer and we saw it on the thing. HH: On the wall. GA: On the wall and everything and got more detail and then got all that detail printed off. HH: That’s great. So, his name was Arthur Leslie Horton. GA: Arthur Leslie Horton. Yeah. And he was in the Thunderbird Squadron I think, wasn’t he? At Linton on Ouse. HW: It is a lovely place, isn’t it? GA: Yeah. HH: Did you enjoy your visit? HW: Yeah. We went to the, what was it? GA: Where the video and all that is. HW: Yeah. GA: That was — HW: Well, that brought memories back to me. HH: Well — GA: You know, when we saw all these you know on the ceiling. On the — HH: The thing is that, you know one of the things that we were trying to do in that exhibition was to tell the story from both sides. HW: Yeah. GA: Yeah. HW: This is it. HH: As a way of achieving some measure of reconciliation. But listening to your story Helga you are, your family and your own story is a story of — HW: Yeah. HH: Reconciliation in and of itself. HW: It don’t matter — HH: You know, you are a walking model of reconciliation. HW: It doesn’t matter what country you come from they all got mothers haven’t they? And we’re all born the same way. HH: I think that’s the important thing is that too often people are made out to be heroes or villains but actually they are humans. GA: Yeah. HW: Yeah. HH: And we all have human emotions, don’t we? HW: This is it. Yeah. HH: And we all have, feel pain. HW: It’s just different nationalities, isn’t it? That’s all it is. HH: Yeah. GA: The ordinary, you know the ordinary soldiers on either side they would shake hands with one another, wouldn’t they? Didn’t, didn’t your mother have a friend who had how many sons killed? HW: Yeah. My mother’s friend had eleven children. She had, no twelve, she had one girl and eleven boys and they all went in the Army and got killed bar one. And the one what was life was deaf and dumb and all the others got killed. And when I went over with my late husband she took me to see her and she hugged my husband and said, ‘You can’t help the war.’ HH: Yeah. HW: ‘You are like us,’ she said. HH: Yeah. HW: And I really felt that. That she really welcomed him. HH: Yeah. Which is — HW: My father actually didn’t want me to come to England because leaving home and all that but when we came over and back and forward he was quite happy to see I was happy and — HH: That’s good. HW: And particularly when he met the parent in laws as well. HH: Which is great. HW: Yeah. HH: Yeah. And you were a friend of Helga’s late husband, Harold. GA: Yeah. Yeah, Harold was — HH: Did you work together? GA: Yeah. We helped one, yeah we both had country pursuits in common. He was a rabbit trapper, you know. In the war rabbits was the diet of most people you know with having ration books. Rabbits weren’t on that. He worked as a rabbit catcher very early. I mean his — HW: Well, your parents and Harold’s parents were — GA: Yeah. Yeah. HW: Friends, weren’t they? HH: Oh gosh. GA: Harold’s, Harold’s grandmother lived next door but one down the village. You know, just a cottage just across the road. So, we’ve known them all, well you as well haven’t we, ever since that time and that. HW: Yeah. They all lived down the — HH: A long time. HW: Yeah. GA: Being on the farm and that, Harold had long weekends off and he used to come over and stay over with me didn’t you and such like because it was, I’ve enjoyed working on the farm. I’ve been on the same farm ever since 1960 if you know what I mean. HH: Gosh. GA: And it’s been a way of life and you worked fifty, sixty hours a week and such like and you’re quite happy to do it. HH: And what, and what jobs have you done on the farm Gordon? GA: Well, we’ve had pigs, cattle, sheep. We’ve had all sorts of livestock and, and the arable work. I’ve done all that you see. And Helga’s helped like when we were doing like we used to have to chop sugar beet out and Helga has helped me doing that haven’t you? HW: And looked after the — GA: And Harold’s helped me in the garden. HW: On the — GA: And such like. He loved gardening and he helped me there sort of thing. We helped one another. HH: Well, you’ve still got a beautiful garden. GA: We’ve tried our best to keep it a bit nice, yeah. HH: It’s so pretty. GA: Yeah. Yeah. HH: It’s so pretty. To come in and see such a pretty garden. GA: Yeah. It’s just coming to the end of the bulbs and that. It’s next, the next couple of three weeks and it all gets changed to summer bedding and such like. HH: Yeah. GA: Yeah. HH: Yeah. GA: Yeah. HH: So, you are still working on the farm? GA: Only a few hours a week sort of thing. Just go and — HH: But still you are. GA: Trim the grass and things like that. Yeah. Yeah. HH: And how far away is the farm? GA: Just down the, in the village there. Yeah. Oh, it’s been a way of life but I’ve thoroughly enjoyed doing. I did what I wanted to do all my life sort of thing. HH: Yeah. Yeah. GA: But when we was, you know when that photograph was taken and that we used to stand out there and see these thousand bombers going out. HH: You remember that. GA: I remember them all coming up there because I should be, I should be five when Leslie visited us. I remember him clear as anything playing ball with me in the back garden and such like. And you don’t realise all the things that’s going on but, but you used to see these bombers going. I think they used to come up from Suffolk, Norfolk and go out over the Humber with a fighter. You know, squadrons of fighters. HH: They probably used the Humber for navigation. GA: Yeah. HH: Yeah. GA: And then you used to see them coming back in the morning. Some with only one or two engines going and things like that. Limping home and that. And obviously we didn’t know how bad it was but we never realised how many didn’t come home and that. HH: Yeah. Yeah. Losses. Terrible losses on both sides really. GA: There was, wasn’t there? Yeah. Yeah. HW: When they came over Kiel we used to watch them come over like and we used to shoot at them but when they got a bit close we had to go in the cellar quick. HH: And you had, you had warnings did you with sirens? HW: Yeah. We did. Yeah. About half an hour before time. Of course, we had shelters to go in to. HH: What were the shelters like? HW: They wasn’t bad at all. Mind you we had no bombs near the common but in the hospital where I was when they dropped three bombs there, just the three hospitals, they dropped three bombs there and there was a big shelter only five minutes away from there and they reckoned it just rocked but nothing, you know, got disturbed. HH: In the shelter. HW: So, they must have been pretty strong. Yeah. HH: Yeah. Because I’ve seen pictures of some of the shelters in Germany that were quite tall. So, were these underground ones that you are talking about? HW: No. They were on top or they were underground as well and on the top? HH: And they were. Oh, ok. HW: Yeah. High underneath as well. HH: Ok. So, they went down underground. HW: Yeah. HH: And they were up. HW: Yes, there was a few — HH: I understand. HW: A few hundred people in them. Maybe a thousand or so. Yeah. Yeah. They were very strong. Yeah. Some of them in Hamburg are still there. They managed to get windows in and I don’t know what they are using them for. Flats or what. I’ve no, no idea. HH: Goodness. HW: It’s amazing, yeah. HH: So when was the last time you visited Germany? GA: When we went on that cruise wasn’t it? HW: Yeah. Yeah, about — GA: We went, well Harold died in 2000, didn’t he? HW: Yeah. GA: We’ve been here. We’ve been on several cruises and there was one, we’ve been out to the Baltic. We did the Baltic and one calling places was Warnemunde, wasn’t it? HW: Yeah. GA: And you got in touch with some of your, well Willy and that and also Herta’s son. HW: Yeah. GA: And such like. How many of us was there at — HW: Twenty three. GA: Twenty three of them. Not, you know about an hour’s car drive from Warnemunde. We met at one of her niece, her great — HW: My nephew’s house. GA: Nephew’s house. HH: That’s wonderful. GA: And about twenty three of her relations were there and that. HW: For a day like. GA: And then they took us back to our cruise ship that was docked there. HW: And we had a day outing and we’d chosen to see my nephew. Well, all the other of the cruise ship went to see Berlin but I wasn’t interested in going to Berlin. HH: You wanted to see your family. HW: Yeah. Well, that’s it. Yeah. HH: Fantastic. HW: Yeah. We had altogether ten cruises, didn’t we? GA: I think. Yeah. We have done between us. Yeah. So — HW: So, we had a good life after all. HH: And the next cruise? GA: No. I think we’ve — HW: No. I’m afraid I won’t be managing anymore. I’ve got a heart problem as well so I’ve got to be very careful now what I do. HH: Well, it’s wonderful that you were, you went as far as the IBCC. HW: Yeah. HH: So that’s jolly good. HW: Yeah. HH: Yeah. HW: Yeah. HH: And I’m glad you enjoyed your visit. HW: Well, we did. We enjoyed — GA: It was very — HW: What we’d done. Yeah. GA: Yeah. Really good. Yeah. Took your, not your grandson’s wife and your great grandson, didn’t we? HW: Yeah. GA: Have you got a picture of them there? Where was them pictures that you took? I don’t know where they are now but — HW: Which was them? GA: When Luke and Liz were there. HH: You, you all went together, did you? GA: Yeah. Yeah. HH: What did they think of it? GA: Oh, they was really thrilled with it, weren’t they? Yeah. I don’t know if I’ve got that — HH: Oh, well, that’s wonderful. Well, thank you very much for talking to, to us, both of you, Helga and Gordon. Thank you for sharing all of these stories with us. They, they are remarkable and we feel very privileged to have them for our archive. Thank you. HW: Yeah. Thank you. That’s all. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Helga Wynne and Gordon Atkinson Creator An entity primarily responsible for making the resource Heather Hughes Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-05-08 Rights Information about rights held in and over the resource 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. Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context AWynneH-AtkinsonG180508, PWynneH1825 Format The file format, physical medium, or dimensions of the resource 00:47:51 audio recording Language A language of the resource eng Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Civilian Wehrmacht. Kriegsmarine Royal Air Force Royal Air Force. Bomber Command British Army Description An account of the resource Helga (00:00-34:00) was born in Kiel in 1926. Her father was a sailor, who then worked at Krupp shipbuilding yard; her mother was a tram driver during the war. None of her brothers were called up, either because of age or disability. She mentions Hitler and daily life in pre-war Germany. While working on a farm she injured her back, was hospitalised, and then worked at a children’s hospital in Kiel, which was bombed. Helga then met a Kriegsmarine serviceman and they had planned to get married. The train on which they were travelling was attacked by an Allied airplane which killed him but spared Helga. In 1947 Helga met Harold, a Royal Medical Corps paramedic who served in Kiel. They resettled in England and got married at Burton in 1948, an event which stirred much curiosity. Helga was welcomed by Harold’s family in Fieldby, and they also met Helga’s family in Germany. Harold worked at Scunthorpe steel works; she worked on a farm until retiring at 70. Harold passed away in 2000. Helga elaborates on the meaning of reconciliation, recalls the difficulties learning English and the reaction of villagers to her “lovely accent”. Gordon (34:00-47:51) discusses family members emigrating to Canada and returning during the war. One served at 426 Squadron at RAF Linton on Ouse, a rear gunner on a Halifax who was lost in the North Sea. Gordon discusses his friendship with Harold and recollects seeing Bomber Command aircraft flying out and coming back during the war. Spatial Coverage Spatial characteristics of the resource. Germany Germany--Kiel Great Britain England--Yorkshire England--Lincolnshire Canada Contributor An entity responsible for making contributions to the resource Graham Emmet Julie Williams Carolyn Emery Maureen Clarke Temporal Coverage Temporal characteristics of the resource. 1945 426 Squadron air gunner aircrew bombing childhood in wartime ditching Halifax love and romance perception of bombing war Prinz Eugen RAF Linton on Ouse https://ibccdigitalarchive.lincoln.ac.uk/files/original/1147/11704/PStonemanMW1801.jpg 509d5227e21a19d7e4a5cb777fffce65 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1147/11704/AStonemanMW180605.mp3 5383088c11d268370aacf1062d3a73e3 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Stoneman, Maurice Description An account of the resource An oral history interview with Maurice Stoneman (1923 - 2018). He flew operations as a flight engineer with 57 and 9 Squadrons. The collection was catalogued by IBCC Digital Archive staff. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-06-05 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Stoneman, MW Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document DK: Let me introduce myself. So this is David Kavanagh for the International Bomber Command Centre interviewing Mr Maurice Stoneman [redacted] Other: In Farnborough. DK: in Farnborough. MS: [unclear] Cameron. DK: I’ll, I’ll just put that there. The date is the, where are we? 5th of — Other: 5th of June. DK: The 5th of June 2018. Other: Right. So I’m going to have a cigar now. DK: Okay. Other: I’ll be back in a minute Mog. DK: Okay. So, can, can you remember much about your time in the RAF? MS: Very well. I knew my crew. And from there I went to the parachute school. DK: Right. MS: Excuse me. DK: That’s okay. Take your time. It’s alright. MS: Yeah. DK: Is this your crew here? MS: That’s the crew. Yeah. DK: Yeah. So which one’s you? MS: There’s me. DK: That’s you. MS: Yeah. There’s the skipper. And he, he’s no longer with us. He had a prang. DK: Really. MS: He was crop spraying and ran into a tree. DK: Oh dear. Can you remember his name? MS: Yeah. Johnny Ludford. DK: Donny Lodford? MS: Ludford. DK: Ludford. Johnny Ludford. Right. Okay. MS: Yeah. That was a headmaster of a school in Edinburgh. DK: Right. MS: And he was an Eton schoolboy that one. DK: Right. MS: And that was Buzz. He’s just passed away. DK: Right. MS: I don’t know what happened. There was a Canadian. I know. DK: That’s you. MS: There. Yeah. DK: Yeah. MS: I don’t know what that bloke’s doing now. DK: So, so that’s you. You. Right. Going on. MS: That’s me there. That was our mid-upper. DK: Right. So you were the flight engineer. MS: I was the flight engineer. Yeah. DK: Right. So that’s the flight engineer. You. That’s the pilot. MS: Yeah. DK: Mid-upper gunner. MS: Yeah. Navigator. DK: Navigator. Yeah. MS: Bomb aimer. DK: Bomb aimer. MS: Wireless op. DK: Wireless operator. MS: Rear gunner. DK: Right. Can you, can you remember their names? MS: No. No. DK: No. Okay. MS: Johnny Ludford. Buzz, wireless op. Woody, he was the schoolboy. He attended [pause] what was that place near Windsor? DK: Eton. MS: Eton. DK: Eton. He went to Eton did he? MS: He was an Eton schoolboy. DK: Right. MS: And, and a very posh talk, you know and we used to pull his leg. But he flew. He flew in to a tree. He was low flying crop spraying and there should have been two on board. One was a lookout. He was the pilot and he hit a tree. DK: In South Africa. And was killed. Oh dear. MS: Yeah. Yeah. I don’t know which school but he was the headmaster of that school. DK: That’s the navigator. MS: Yeah. And that’s the wireless op. DK: Right. MS: And the rear gunner. Canadian. Mid-upper gunner. DK: Right. MS: Flight engineer. DK: Right. Okay. So, can you, can you recall which squadrons you were with? MS: Yeah. 57. DK: Just making sure we’re okay. MS: 57. Yeah. DK: Right. MS: At East Kirkby. DK: East Kirkby. Right. MS: And I remember we were near Boston and we used to come across the North Sea around there at Boston. What did they call it? DK: The Boston Stump. MS: The Stump. Yeah. The Stump. Go round, round, we used to, and around Lincoln Cathedral and land. But when we saw Boston Stump we said we’re home. DK: Home. MS: We made it. DK: So, how many operations did you fly? MS: Twenty-nine. DK: Twenty-nine. MS: They wouldn’t let, they wouldn’t [pause] but I laid, one part I laid mines. DK: Right. MS: In the Konigsberg Canal and we went low and laid these mines. And there was two German warships there. Gneisenau [pause] I can’t think of the other. DK: Scharnhorst. Was it the Scharnhorst? MS: There was two warships. DK: Right. Okay. MS: Gneisenau. And I went through this this morning in my mind and now I’ve forgotten it. DK: Was it the Prince Eugen? The Prince Eugen? MS: Yeah. DK: Ah right. The Prince Eugen. MS: Eugen. Yeah. Eugen. Yeah. DK: So, so you actually saw those two battleships. MS: Yeah. There was two of them and they were trapped in there for three weeks. Couldn’t get out because we were laying mines there. And we went down that low and off to port across Poland all the Polish people were — DK: Waving to you. MS: Yeah. DK: Waving. MS: Yeah. DK: So you were that low. Yeah. MS: We were that low dropping food and we were that low we were [pause] that middle picture there. DK: Ah. MS: Yeah DK: Let’s have a look. MS: The Duke of Edinburgh gave me a copy of that. DK: So, that was — MS: For each of the crew. DK: So, that was, that was Operation Manna. MS: Yeah. DK: Yeah. How many? How many Manna trips did you do? MS: Altogether I did twenty-nine. Plus laying the mines. And thirty-one. DK: Thirty-one. Is it okay if I have a look at your logbook? MS: You’re very welcome. DK: Thank you very much. MS: I’m afraid it’s got a bit worn. DK: Well it’s a bit old now, isn’t it? MS: Yeah. DK: So, you had a nickname of Mog then, did you? MS: Mog. Yeah. DK: Yeah. MS: The crew didn’t call me Mog. DK: No. MS: It’s the people here call me Mog. DK: Right. Okay. So, so you were 1943 then. I’m reading from the logbook. So you were with 57 Squadron. MS: Yeah. DK: And your pilot was Ludford. L U D F O R D. MS: Yeah. Johnny Ludford. DK: Johnny. MS: Johnny Ludford, and he, as I say he was crop spraying in Africa and he flew in to a tree. DK: Oh dear. Was he, was he a good pilot? MS: Yeah. DK: You felt, felt happy with him? Did you? MS: Yeah. Because my seat was next to his and I operated the, Johnny just used to steer it. DK: Right. MS: And I’d operate the throttles and the rev counters. I did all that. Otherwise it would have been monotonous. DK: Yeah. MS: But I sat next to Johnny. I met his, his father who took that photograph of the crew. DK: Right. So, so you, you and the pilot had to work as a team did you? MS: We certainly did. Yeah. DK: So he’s, he’s controlling the aircraft and you’re controlling the engines. MS: Yeah. DK: Right. MS: Yeah. DK: So you had to know what the engines were doing then, did you? MS: Yeah. Well, he would start them off at the take off, and then when we got to a certain speed I would follow his hand up with all four engines. DK: So you’d follow his hand up on the throttles. MS: Yeah. Yeah. DK: And then, and then you took over the throttle controls then. MS: Yeah. He would, he had to steer it. DK: Yeah. MS: Now, I controlled the throttles until we were airborne and get the flaps up, and got the revs out. DK: So did, is it something you could still today do you think? Could you get into a Lancaster today and take off? MS: I could do it I think. DK: Yeah. MS: But the controls are a bit more modern. DK: Right. So just, I’m just looking at your logbook here. MS: Yeah. DK: So, it’s 1943, and November the 5th and you’re doing a lot of training flights by the looks of it. Training. MS: Doing what? DK: Training flights. MS: Yeah. DK: Yeah. Bullseye. MS: Yeah. DK: Remember a bullseye? MS: Yeah. I enjoyed that actually. DK: So what was a bullseye then? MS: I’d sit next to the pilot and I would operate the throttles. Everything. He would steer it. DK: And on your right you’ve got the controls to the engines, haven’t you? Dials. MS: Yeah. DK: Yeah. So what, what did you have to do with the dials? MS: Well, usually once we got airborne I didn’t have to do much. DK: Right. MS: But I’d pull up the flaps. The undercart. Yeah. I did all that. The flaps. DK: Right. MS: Undercart. But I enjoyed it. I enjoyed the flying side. DK: Did you, did you control the flaps and the undercarriage when you landed as well? MS: Yeah. DK: So as you’re landing. MS: Before — DK: Johnny’s, Johnny’s controlling it. MS: That’s right. When we came in to land the skipper would say, ‘Wheels down.’ DK: Put the wheels down. MS: I’d put the wheels down. The flaps, fifteen when we took off. DK: So just looking at your logbook you’ve done an operation here. Your first operation to Berlin. MS: Yeah. DK: Do you remember? Do you remember going to Berlin? MS: Nine times. DK: Nine times. MS: Yeah. DK: And what was it like? A trip to Berlin. MS: You got flak up your bum [laugh] It was dodgy. And one time we landed. I’d got across the North Sea on two engines. DK: Right. MS: And then we crash landed in the Wash. DK: Oh. MS: In the Wash. And Boston Stump was just over there. And the air sea rescue people were there to pick us up. DK: Right. Can you remember what happened to the two engines? MS: Yeah. DK: Had they been hit by flak? MS: They were, they were alright. It was the supply. A shell hit the supply. DK: A shell. MS: A shell. MS: Yeah. Ack-ack. DK: Right. MS: Hit the supply. And so I switched them both off otherwise you’re losing fuel. DK: So the shell hit the fuel supply and you’re losing fuel so you switch off the engines. MS: Yeah. DK: Yeah. MS: Switched them off. Switched the supply to starboard off. DK: And, and can you remember much about crashing on the sea then? Because you said you landed in the Wash. MS: Yeah. On a sandbank. DK: On a sandbank. Ah. You weren’t actually in the water. MS: Not actually in the water but RNLI came in and saw we were okay. DK: Right. MS: And they took us [pause] from, from 57 Squadron. They came and picked us up. Went to their mess. But we reported it. One of their fighters was shot down. DK: Right. MS: And we saw the pilot on a parachute. DK: Right. MS: And we reported it and he then came to the mess. He then, he married an English girl [laughs] DK: So, so he was a German pilot. MS: German pilot shot down but we took him to the mess. DK: Right. MS: And — DK: He later married an English girl. MS: He, yeah he married one of the girls there. DK: Can, can, can you recall where this German aircraft was shot down? Was it over England? MS: No. The North Sea. DK: Right. Okay. MS: North Sea. And the RNI, RNLI went and picked him up. DK: Right. That wasn’t your aircraft that shot him down was it? MS: No. DK: No. MS: No. He was shot down by a Mosquito. DK: Right. MS: Yeah. The Mossie had a bit more fuel than the single seater fighter. DK: Did you have a drink with him in the mess then? Did you? MS: We did indeed [laughs] DK: What was it like meeting a German then? MS: Well, the point is he seemed to know Great Britain. So he weren’t a complete stranger. DK: Oh. DK: But he talked good English anyway. DK: He talked good English. Yeah. MS: Yeah. We, well, broken English. DK: It must have been very strange meeting your enemy then. MS: Yeah. DK: So I’m just looking at your logbook again. So you’d done nine trips to Berlin. MS: Yeah. Out of all the trips we did nine to Berlin. DK: Right. And you’ve also got Leipzig. Do you remember going to Leipzig? MS: Yeah. Leipzig. DK: And Frankfurt. MS: Yeah. Leipzig and Frankfurt. DK: So you got Brunswick on the 14th of January 1944. MS: Yeah. We bombed a dam. DK: Oh. MS: When what’s his name got all the publicity about bursting a dam — DK: The Dambusters. MS: We were bombing a dam further over. DK: They didn’t make a film about you though. MS: No. Möhne and Eder Dam. DK: So, I’ve just got here you did an operation to Berlin. MS: Yeah. DK: 15th of February 1944. And it says diverted to Swinderby. MS: Yeah. Swinderby. Yeah. DK: Can you remember why you had to go there? MS: Yeah. We lost our brakes. DK: Right. Okay. MS: And at Swinderby, I think Swinderby [pause] I didn’t think it was Swinderby. Anyway, we touched down at a special aerodrome where they let you touch down, across came out a wire. DK: Oh right. MS: On our tail wheel. And that slowed us down. DK: Oh okay. Okay. And you’ve got on here 19th of February 1944 you’d gone to Leipzig again. MS: Yeah. DK: And you’ve written in here, “Ju 88. No hydraulics, oxygen. Electrical failures.” MS: Yeah. DK: Right. MS: That was the worst raid. DK: Can you remember that? So you were attacked by a German Ju88. MS: Junkers 88. Yeah. DK: Can, can you remember much about that? MS: I remember him coming over the top and he hit the mid-upper gunner and wounded him. DK: Right. MS: But we got him back and he was in hospital. DK: Right. MS: He didn’t make it. DK: Oh [pause] So the Ju88 attacked you and killed your mid-upper gunner. MS: Yeah. DK: Right. You’ve put here brackets, “Shaky do.’’ Is that, is that an understatement? Right. So you remember the attack by the Ju88 then. MS: Yeah. DK: Did your gunners fire back? MS: Yeah. They, oh yeah. The rear gunner he was really good too. He was quick. And we know the rear gunner got one of the Junkers 88. But in the main the Mosquitoes and what’s the twin boom aircraft? DK: The Lightning? MS: Lightning. Yeah. Yeah. The Lightning. DK: That, that — MS: Yeah. He got, he came with us and he followed the Junkers 88 and we know that that aircraft pranged in the North Sea. DK: So it was shot down then. Right. And, and can you remember coming back then ‘cause from Leipzig because your aircraft’s damaged? MS: Yeah. Yeah. I remember that and Boston. There was a Boston Stump. And we’d go around Boston Stump, around Lincoln Cathedral and touch down. DK: At East Kirkby. Yeah. So just going through your logbook again you went to Stuttgart twice. Frankfurt. Essen. Nuremberg. MS: Frankfurt was a difficult one. DK: Right. MS: There was a lot of ack-ack on the way in. DK: So I’ve got here Frankfurt. That was on the 22nd of March 1944. MS: Yeah. DK: So that was a lot of flak fired. MS: Yeah. I can’t remember all those dates DK: No. No. No. No. And you’ve got an interesting one here. It’s the 5th of April 1944. Toulouse. MS: Toulouse. Yeah. DK: Yeah. And you’ve put here, “Nine tenths target destroyed.” MS: Yeah. DK: Was that a successful raid then? MS: Yeah. Mind you sometimes it was awkward because the Germans were in France and we, we took them on. I don’t know where. Toulouse. Yeah. Yeah. Toulouse it was, I think. And we took, took them on. DK: Right. And it says you actually attacked at six thousand feet in a full moon so — MS: Yeah. DK: Can you remember that? Clear conditions. MS: Yeah. DK: So you’ve got here Danzig Bay where you’re dropping mines. Dropping mines. MS: Yeah. DK: Yeah. MS: Yeah. Yeah. The two German warships. We dropped in the entrance and we dropped mines there and the Germans couldn’t get in. DK: Right. MS: Took them three weeks to clear the mines. DK: So that was very successful then. MS: Yeah. DK: Yeah. MS: I remember we kept the, kept the Germans at bay for another three weeks. I remember the Toulouse raid. DK: Right. MS: The Toulouse raid. That was a close call. DK: Can you remember what happened? MS: Yeah. We got hit in several places. I had to shut the engines off and we landed in the banks of a [pause] I can’t think of it. We were in the banks of the Wash anyway. DK: Yeah. Other: As I said, David, I don’t know if it’s in there but he was actually on the Tirpitz raid as well. DK: Oh right. Okay. Other: Presume that was with 9 Squadron. DK: Yeah. So you finished with 9 Squadron then and you’d gone off to the Lancaster Finishing School. MS: Yeah. I was an instructor. DK: And then it looks like you spent a bit of time with 50 Squadron. 50 Squadron. Five zero Squadron. MS: Yeah. Well, 57 was my main squadron. DK: Right. Oh, hang on. I’m going on a bit. Sorry. My fault. MS: The main thing that annoyed us was I was commissioned and a friend of mine I went through the ATC. The lot. But he failed his exam and he had a, he had a separate room to me and I said no, on the train this was going down to Cosford to the engineer’s course. And then they came and I said I wanted to stay with him. And the squadron leader came and ordered me out of that. I had to go in to the first class. DK: Right. MS: He ordered me to go and I left this bloke. My friend. We went through the ATC, the lot together. And he just failed his exam. DK: Right. Okay. Do you want to take a bit of a rest there? I’ll just stop this for a moment. [recording paused] DK: How do you look back now on your time now in the RAF? In Bomber Command. How do you look back on it? MS: Yeah. [pause] Yeah. I just wish that the skipper was alive. The last one as far as I know was the wireless op, Buzz. DK: Right. MS: And his son rang. Rang me up to say, ‘We lost dad.’ So — Other: That was a couple of years ago. DK: Right. So — [pause] MS: Yeah. Other: And your skipper was Johnny Ludford. MS: He was a good bloke. DK: Yeah. Done that. MS: A good crew we had really. DK: A good crew. Yeah. MS: Good and friendly. A Canadian. When we got back we had a moon stand down of four days. Our rear gunner, Canadian, he went back home and he got three months holiday [laughs] And we had just about four days I think it was. DK: So the Canadians got three months and you got four days. [pause] DK: So, in 19 — you then went to 9 Squadron. Do you remember 9 Squadron? MS: No. I did the one trip in 9 Squadron. DK: Only one. MS: And then peace was declared. DK: Right. So you went to 9 Squadron. You flew Lancaster WST and you did one operation to Pilsen. Pilsen. P I L S E N. MS: Yeah. DK: So, that’s when the war’s ended. MS: Yeah. DK: And did you do the Operation Manna trips then? Dropping the food. MS: Well, I was posted to Kidlington. DK: Right. MS: And from there I was at High Wycombe. That was a parachute school. DK: Right. MS: And I did several jumps, you know. Parachute jumps. And when I got to Kidlington they, they wanted to know what I did, and as a favour I did a parachute jump and landed in a field near the officer’s mess. Then we all went and had a drink. [pause – pages turning] DK: Okay. I’ll end it there. I can see you’re getting a little bit tired. If you want to have your drink I’ll turn that off now. [recording paused] DK: Just put that back on again. You’ve got some photos here. So that’s from 1945. [pause] MS: Yeah. That’s me. DK: Okay. MS: I was second. Second in command. DK: So, that’s at Skellingthorpe in 1945 and you’re third one in, is it? That one. MS: Yeah. DK: So, is that you there? MS: No. Next to him. Yeah. Next to — DK: Next. MS: Next to the silly bugger there [laughs] DK: Right. That’s you there. Right. Okay. [pause] MS: Those are photographs of the parade. DK: So, they’re after the war, are they? MS: I had to attend them. Yeah. There’s me. I’ve got a mark over them. There. DK: Oh that’s you there. Right. Okay. So that’s post war then. That’s 19 — MS: It was a very difficult because those rifles look a bit like that. And that bloke was doing his National Service. And that was the CO. DK: So that’s 1955 then. MS: Yeah. DK: So what year did you leave the RAF? Do you recall? MS: I don’t know. DK: No. Okay. Okay. Other: I think it was ’54. DK: Oh ‘54. Yeah. From ’45. Okay. Let’s stop that there. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Maurice Stoneman Creator An entity primarily responsible for making the resource David Kavanagh Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-06-05 Rights Information about rights held in and over the resource 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. Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context AStonemanMW180605, PStonemanMW1801 Format The file format, physical medium, or dimensions of the resource 00:35:15 audio recording Language A language of the resource eng Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Description An account of the resource Maurice Stoneman was posted to 57 Squadron at RAF East Kirkby as the flight engineer on Lancasters in 1943. He recalls that, on returning from operations, they used to fly around the Boston Stump and around Lincoln Cathedral before finally landing. In total, Maurice flew 29 operations across Europe. During an early operation mines were dropped in the Königsberg canal, blocking the exit of the German ships the Prinz Eugen and Gneisenau for three weeks. On one operation, anti-aircraft fire had cut the fuel to two engines. They had to crash land on a sandbank in the Wash. Air Sea Rescue came out and picked them up. In February 1944, their aircraft lost its brakes and was diverted to RAF Swinderby, where a cable across the runway was used to catch the tail wheel and bring them to a safe stop. During a flight, a German pilot was seen to parachute out of his aircraft and land in the sea and was rescued by Air Sea Rescue. He was taken to the squadron mess and entertained by Maurice. An operation to Leipzig resulted in his aircraft being attacked by a Ju 88. The mid-upper gunner was seriously wounded, later dying in hospital. The aircraft lost hydraulics and oxygen. Maurice describes this operation as ‘a shaky do’. He transferred to a Lancaster Finishing School as an instructor, and then to 9 Squadron for one final bombing operation before the war ended. He also took part in Operation Manna. Spatial Coverage Spatial characteristics of the resource. Great Britain England--Lincolnshire England--Boston England--Lincoln Russia (Federation) Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ) England--The Wash Germany Germany--Berlin Germany--Frankfurt am Main Germany--Leipzig Netherlands Atlantic Ocean--North Sea Contributor An entity responsible for making contributions to the resource Nick Cornwell-Smith Julie Williams Maureen Clarke Carolyn Emery Temporal Coverage Temporal characteristics of the resource. 1943 1944-02 1945 57 Squadron 9 Squadron air gunner air sea rescue aircrew anti-aircraft fire bale out bombing crash ditching flight engineer Gneisenau Ju 88 Lancaster Lancaster Finishing School mess military ethos military service conditions mine laying Operation Manna (29 Apr – 8 May 1945) Prinz Eugen prisoner of war RAF East Kirkby RAF Swinderby training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1125/11617/ASindallTH170801.mp3 f9b061c7d247788b9204765b3f063b26 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Sindall, James James H Sindall J H Sindall Description An account of the resource Two items. An oral history interview with Timothy Sindall about his father, Wing Commander James Hepburn Sindall DSO (608158, 37365 Royal Air Force) and a photograph. The collection has been loaned to the IBCC Digital Archive for digitisation by Tim Sindall and catalogued by IBCC Digital Archive staff. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-08-01 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Sindall, JH Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document CB: My name is Chris Brockbank and today is the 1st of August 2017 and I’m in East Horsley, in Surrey with Tim Sindall to talk about his father, James [unclear] Sindall, DSO. And we are going through all the details that Tim has amassed on his father’s life. TS: Whilst my father James Heaven Sindall was alive, he in common with many others of his time very rarely spoke about his wartime experiences and yet I knew sufficient to respect him greatly for all he had achieved and was awed as to his unquestioned bravery in operations. After Madge, my mother, died at an all too early age, he withdrew into himself and sought solace in adventures at Salcombe for fishing, France, caravanning and Spain, a house he had built for him in an olive groove. He was careful as to those he accepted as friends for he was a handsome man and his neighbours never tired of trying to fix him up with solo female companions. But this was not what he wanted. He always welcomed my family to his house in [unclear] and he loved having us there for holidays, but he refused to install a telephone, so communications of other types relied upon the personal services. Only towards the very end of his life did I discover some tin trunks hidden under the stairs of the house where his sister lived and I didn’t have time to ferret around their contents until the end of the year 2010 when I came across his pilot’s flying logbooks, letters and other documents. These contained such a wealth of information that I simply knew that I had to commit time and energy in compiling his biography, not just for my own satisfaction but also for that of my family who had already begun to ask questions and to encourage my endeavours. CB: Go. TS: Chapter one in the biography is entitled flying begins between the years 1933 and ’36. James Heaven Sindall was born at home on the 12th of November 1909 at 41 Clock House Road, Beckenham urban district in the county of Kent to Annie Agnes Sindall and, formerly Heaven and Owen Sindall whose occupation was given as accounts clerk. The birth was registered on the 24th of December 1909 in the district of Bromley. James attended Worcester college Westcliff between 1922 and 1924 and then Eaton High School Southend from 1924 until 1927. One of his sports was boxing and we have a medal that he was awarded for his prowess in the sport. His civilian occupation after leaving school was as a clerk and include working for first, the Anglo International Bank EC between 1929 and 1933, then Novel Libraries Limited in 1934, and thirdly, the Bank of British West Africa between 1934 and ’35, all these appointments I believe to have been in London. But whilst he was working as a clerk, he joined the territorial army, the London regiment, the 14th, the London Scottish, as a private on the 20th of March 1929 and was promoted to Lance Corporal on the 16th of June 1932. He attended training camps annually between 1930 and 1933 but relinquished his appointment in January 1934 and was discharged on the 8th of July that year, quote, having been appointed to a commission in the RAFO and quote, RAFO means Reserve of RAF Officers. Whilst with the territorial army, James’s army number was 6666088. His military history sheet showed that his service was at home i.e. not abroad and that it counted as British, i.e. not India, and that its length was five years, 111 days. Now we move on to 1933, to a paragraph entitled flying training in Essex. The first flying records contained in a civilian pilot’s logbook begin just before the 9th of July 1933, the date of his second flight and show two dual training flights at Gravesend airport, each of twenty minutes. Subsequently, James undertook six further dual training flights, each lasting between fifteen and thirty minutes from Southend Airport in Gypsy Moth Golf Echo Bravo Tango Golf. An entry made on the 26th of June records landed plane ok, obviously with some pride. The last flight made in this phase of training took place in July at whilst still [unclear] includes the comment, take-off and landing solo, which to me seems to imply that captain [unclear] his instructor allowed James to manage the flight. We now move on to 1934, flying training sponsored by the Royal Air Force. The same flying logbook shows that James was at this time living with his parents and sister at Outspan, Nelson Road, Leigh-on-Sea, Essex, a semidetached house that remained the family home until after he died in May 1991. Issue 34072 of the London Gazette, dated the 24th of July 1934, shows James being granted a commission in the Royal Air Force reserve as pilot officer on probation, class 1AA little 2 with effect from the 9th of July 1934. This was the same date when he was authorised to wear the RAFO flying badge. His personal number in the Royal Air Force was 37365. It would appear that James recommenced flying training on Tiger Moths at Hatfield in July ’34 being deemed ready for solo on the 4th of August but actually doing so in Golf Alpha Charlie Delta Echo on the 14th for five minutes. The exercise he performed were 6, 7 and 14 meaning taking off into wind, landing in judging distances and solo, in other words, probably just one, thrilling circuit. This allowed him to enter into the remark column first solo. He flew a solo again on the next couple of days but mostly however after that his instructor Cox took him through turn, spinning, glides and aerobatics, as well as the all-important take offs and landings. The ammunition of course on DH82 aeroplanes run by the De Havilland aircraft company Limited took 56 days to complete. His assessments for airmanship, air pilot, forced landings, cross country flights, and instrument flights were average. The chief instructor commented on the 12th of September, he has definitely improved throughout the course, his flying has been consistent, aerobatics require more practice, he is very keen and should make a sound pilot. 1935, We have Consolidation and the start of service flying training. The pilot’s logbook records that James flew Avro Cadet, Golf Alpha Charlie Tango Bravo three times from Rochford on the 17th of March, James flew with Glava again on the 8th of April from Rochford, diverted to Gravesend owing to rain. Flying training resumed on the 15th of March, when James was back at Hatfield, once again flying Tiger Moths solo. They were doing advanced forced landings, reconnaissance, instrument practice, spinning, loops, aerobatics, cross country and general flying. On the 27th of April, the logbook shows that James flying solo, quote, landed Luton to find direction and quote, five minutes later he was off again, flying under very low cloud back to Hatfield. The course ended on the 1st of May 1935 when ten hours total had been flown. This time his performance was assessed as average on all counts, adding, he is very keen, he displays ability, and with more experience should make a very sound and reliable pilot. Now, between the 8th of June and the 24th of September 1935, it would appear that James undertook several private flights in Avro Cadets flying Moth airplanes, three notable entries in the remarks column of the pilot’s logbook included, flying his first passenger on the 2nd of July a Ms Keithley who is possibly associated with a film crew and she joined him on seven other occasions in dispersed with film job, going to location, line take off etcetera for Wells film Things to Come. The second item was flying Madge her first flight. That was F O Madge Birchall who became my mother. This a twenty-minute flight made on the 6th of July must have been a wonderful moment, for three years later James and Madge were married and the third point was flying O Sindall, that’s Owen, James’s father to London and back on the 9th of July, almost certainly the first time he had ever flown. By the end of September, James has amassed forty hours and forty minutes dual time and forty two hours and forty-five minutes solo and the London Gazette dated the 10th of September ’35 shows James being confirmed in the rank of pilot officer on probation in the RAF reserve and then, in 1935, on the 22nd of October, the London Gazette shows James relinquishing his commission in the RAFO on appointment to a short service commission with the RAF to take effect from the 7th of October. His first posting was to the RAF depot at Uxbridge and then to number 6 Flying Training School at Netheravon. The first page of James’s logbook here shows that James’s RAF flying training proper began at number 6 Flying Training School Netheravon and entry at Reading records I certify that I understand the petrol system and that I know the action in the event of fire in the air, also the use of breaks on the Hawker Hart. His first instructional flight in a Tudor includes spinning and the second slow rolls and loops. His third flight was the CFO eyes test which could have been to ascertain or confirm that James had the potential to benefit from further instruction. CB: Right. TS: James was clearly very impressed with the Hart and wrote to his mother on the 2nd of November 1935, have been flying Harts, look, something like this, enclosed a picture of a Hart, not a good one, I intended to draw it but I could not do it justice so here’s a picture of a Demon, same makers and practically the same, the only difference being that the exhaust comes out under the lower wing as I have [unclear]. CB: Just doing that again. TS: James was clearly very impressed with the Hart and wrote to his mother on the 2nd of November 1935, have been flying Harts, look, something like this, I intended to draw it but I could not do it justice so here’s the picture of a Demon, same makers and practically the same, the only difference being that the exhaust comes out under the lower wing as I have [unclear] and I fly it from the front office and not from the back. After crawling around at 70mph in the Moths at home, you can imagine the thrill of cruising at 130 and at full throttle speed of 160 to 170mph. Coming out of a spin, a Hart is pointing vertically downward and everything screams, wires, struts and me until she comes out. I have not had the time to look at the speed indicator, but it must register something horrid. The sticks tooks up getting used to, not like the usual straight at moving in all directions from the floor, sideways and forwards but hinged just above the lease for sideways movement and both together for fore and after. The top is a ring, a spade grip and the two little leavers are thumb leavers to push to operate the forward guns which fire through the propeller. It is great to hurtle around the sky so fast. As a preface to this letter, James had written, no doubt to calm his mother’s fears, always remember that with machines there is more safety the faster one goes. James’s flying training, which included aerobatics, instrument and lower flying, cross country and flair path exercises on Tutors, Harts and Audax aircraft continued until February 1936. He recorded that on New Year’s Day 1936, whilst flying solo in Audax K4393, he carried out a forced landing at Portham being flown back as passenger to Netheravon in a Tutor nineteen minutes later. He also recorded that on the course of a solo flight made in a Hart, he carried out loops, spins and stall turns, notwithstanding that spinning had not been part of the planned exercise. On completion of his RAF training, James’s proficiency as a pilot on type and his instrument flying assessment were both recorded as average with a note, that disregards the standard entry any special [unclear] in flying which must be watched, must look after his engine. No other outstanding faults. These entries were dated the 16th of February 1936 and he was then qualified for certificate B under King’s regulations at air staff instructions. On the 6th of March James was posted to number 64 Fighter Squadron stationed in the Middle East. Chapter 2, fighter aeroplane to the Middle East and testing parachutes 1936 to 1939. First of all, a fighter squadron in Egypt. On the 6th of March 1936, James was posted to number 64 Fighter Squadron that was stationed in the Middle East. The RAF history records that number 64 had reformed in Heliopolis on the 1st of March although for political reasons it had been announced as having reformed at Henlow so as not to disclose its true location. The squadron was commanded by squadron leader Patrick John [unclear] having been established by authority. Now the RAF Form 540 which is the operations record book states that the original intention had been to form the squadron under peacetime conditions as part of the RAF expansion scheme. It was to form in Egypt to relieve congestion at home and by taking advantage of the good flying weather in this country to become fully trained as quickly as possible. Its Demons, fitted with derated Rolls Royce Kestrel V engines had already been set out to Egypt where they formed D flights in number 6 Bomber and 208 Army Cooperation squadrons and these were transferred during March to number 64 Squadron. The next entry in James’s flying logbook shows that he’d been transferred to number 208 Army Cooperation Squadron being based at Heliopolis. The unit was seemed to have being carried up type and role version at area familiarisation training. On the 19th of March, he was given a 35-minute checkout in an Audax after which he was sent off solo for general flying, navigation, formation and landing practices. A separate entry dated the 6th of April 1936 reads authorised to wear the flying badge with effect from the 20th of February 1936. He signed this as pilot officer and it was countersigned by a flight lieutenant, O C A flight 64 Squadron. On the following page of the logbook the heading number 64 fighter squadron Egypt appears. The first flight which was also from Heliopolis was made solo with balance to assimilate the way to a passenger in a Hawk Demon K4516 that lasted for thirty minutes. Two days later James flew again for landing practice, this time with aircraftsmen turrets on board. On the 9th of April, the squadron moved to Ismailia, James being a passenger in a Victoria 6. It had been the original intention to move to Mersa Matruh east but, due to severe engine troubles, which all squadrons operating in the western desert had been experiencing, it was decided to keep number 64 Squadron at a less dusty aerodrome, a turret should be required for the actual operations. The squadron consisted of three flying flights of four aeroplanes with no reserves. Its strength was thirteen officers and 153 other ranks. With the Abyssinian crisis still on, the squadrons duties were to carry out attacks on enemy airfields and act as cover for bombers being refuelled at advanced landing grounds. However, until required to commence these operations, the squadron carried out on normal training whilst being kept at 72 hours readiness to move to Sidi Barrani whence operational sorties would be flown. On the 15th, James was airborne again for a local familiarisation flight and this was followed by practice force landing, aerobatics, formation and air to ground firing with the front guns. On the 27th of April, he flew to and landed at Suez at Little Bitter Lake airfields. On the 28th and 29th he recorded battle climbs, five thousand feet in four minutes, ten thousand in seven and sixteen thousand feet in eleven and then he recorded on another flight, five thousand feet in five minutes, ten thousand in ten and sixteen thousand in fifteen. On the 19th of May, James was regraded from acting pilot officer on probation to pilot officer on probation. May was spent practicing more air to ground firing by the front guns and those fired by an air gunner, formation flying, aerobatics, air to air firing and on the 16th he undertook a twenty minute test flight in a Vickers Valentia with sergeant Higgins. In June 1936 this training continued with visits to Mersa Matruh, Sidi Barrani, Solum and Amira. He flew to [unclear] on the 6th of June to enable the engine of the Valentia to be changed of, I think it must be a Hart which had forced landed there. Also on the 18th he flew in a Gordon 2617 for two hours on a target train mission to facilitate air to air gunnery. In July a number of flights were made to test engine air filters fitted to Demons and James carried out some flair path landings and the times to height that I recorded just now were probably associated with these air filter engine performance trials. Number 64 Fighter Squadron returned to the UK in August 1936 to form part of the fighter defences of London. James’s logbook showed no flying during the months of August and September. By the time he’d left Egypt, he had amassed sixty-five hours and thirty-five minutes solo flying on Demons. On the 22nd of October, James flew in English skies once again, in Bristol Bulldog 1961 Martlesham Heath checking up on landmarks. His next flight on the 10th of November included formatting with a flying boat over Felixstowe. Thereafter, his flights included formation landings, circuits and bumps, cloud flying, testing RT, that’s the radio telephone and aerobatics. On the 3rd of December he flew Demon K4509 over [unclear] and Bexley on a tactical exercise radar on London fog and smoke and this is the first time he’s recorded undertaking flying, probably in association with Bentley Priory, beginning to trial the air defence of Great Britain, the radar chain. On the 8th of December 1936, James was confirmed in the rank of pilot officer with effect from the 7th of October 1936. CB: Now back in Egypt. No, ok. TS: We’re not, we’re back in the UK. We’ve come back to the UK. CB: OK, that’s fine. Keep going. TS: 1936, the parachute test flight. January 1937 saw James involved in testing camera guidance and in rearming and refuelling exercises, followed by quick getaways and battle climbs. There were more raids on London exercises. On the 27th of January 1937, James flew for the last time with his squadron, his logbook recording his proficiency as a pilot on Demons as average. James moved to the home aircraft depot at Henlow where he flew again on the 9th of February in a Tiger Moth on a refresher test. He then began a series of flights as a second pilot on the tail of the Vickers Victoria a Virginia aircraft drop testing parachutes, eight on each flight attached to dummies. He also made eight solo flights in a Hawker Hind, on one of which he, quote, landed to retrieve map near Bournemouth, and quote, after having encountered bad visibility, mist and rain. In March he carried out sundry flying tasks in a Tiger Moth, Prefect and Hind. These tasks included map reading tests for sergeant pilots, air sickness tests for aircraftsmen, photography and high-speed parachute dropping. Typical entries read, from ten thousand foot, 265mph, twelve thousand feet, 295mph, pull out four to six hundred feet, engine can’t take it at two thousand eight hundred revs in the dive, cutting out, boost minus two. On the 17th and 22nd James records, general flying over flooded areas and on the 23rd, search for Green Tiger Moth Duchess of Bedford, lost since previous evening. A note at the foot of this page records, struts and portion of aircrew recovered from the Wash confirms from the Duchess of Bedford’s machine. In April, James flew to Sealand, recording to [unclear] a new aircraft, with regard to an Audax that he’d got, with a hundred and fifty LSI airspeed indicator, with two thousand two hundred and fifty revs cruising, then he returned to Henlow in the, the Blackburn after which he recorded flying Blackburn hard labour all the time. After flying Moth 1889 on air experience for parachute pull off, he made two more flights in the Fairey to Cardington and back. At the end of the month, James signed off the months flying totals for the first time as officer commanding parachute test flight home aircraft depot Henlow. May began with a short flight in a Fairey 3F, followed that afternoon by an entry in red ink, live parachute pull off from port wing, from Virginia K2329 and this excitement was repeated on the 28th. Later in life, my father elaborated on the technique used to test parachutes. The Virginia would take off with one parachuter standing on the outer part of the lower wing on each side, facing [unclear] and grasping the strap with both arms and legs. On approaching the top [unclear], in response to a signal given by one of the crew, both parachuters would turn to face forward and await a further signal whereupon each would then deploy the parachute, if the parachute deployed as expected, the increase force would pull the parachutist away from the strut and he would ascend to a normal landing. If the parachute didn’t open, then the parachuters would turn around again to face [unclear] and remain there until the aircraft had landed. It was important I was told that when facing forward the parachuter should not intertwine his fingers when deploying his parachute, otherwise the snatch force created when it opened would dislocate his digits. Empire Air Day, held on the 29th, was the highlight of the month. Before this, James was closely involved in rehearsals. He flew a second pilot in a Virginia that was used over Long Church as a target for attacks by three Gladiators. On the following day, which is 21st, he flew photographers from the local rag, before collecting fireworks for the Empire Air Day from Northolt. There were further rehearsals after that and on the 29th he flew Fury in a display handicap race, coming close forth, followed by a flight in which the Virginia took on the role of enemy aircraft, shot down by 54 Squadron. August flying began with Queen Bee Moth K, ferrying this aircraft to Sealand for shipment. Now, the Queen Bee was a modification of the highly successful and reliable DH-82A Tiger Moth. The main differences being that the Queen Bee had an entirely wooden fuselage and a fuel tank five gallons larger than the Tiger Moth. Queen Bees were first produced in 1935, in response to an Air Ministry request for inexpensive, expendable radio-controlled target drone for anti-aircraft gunnery practice. The front cockpit was fitted with conventional controls for a test or ferry pilot, while the rear carried the radio control receiver and pneumatically operated servers for the flying controls. Queen Bees were said to have been the first, full sized aircraft originally designed to fly unmanned and under radio control. September 1935 involved miscellaneous air tests. On the 10th, James flew to Netheravon in Fairey 2F for live and dummy drops in the making of MGM’s film Shadow of the wind. He [unclear] often doing flight with flight sergeant Smith and a gentleman called De Grue on board, James records live drop, use reserve parachute, just made it, later that day the latter named person was on board for another live drop, as was Naomi Karen Maxwell, both went off, quote, ok, with dummy unopened, unquote. On the following day, dummy drops took place through clouds but had limited success with one dummy landing a mile and a half off and another, quote, drifted fifty miles, unquote. Dummy drops were made from a Hind for the bystander magazine on the 17th, followed by a landing at Bassingbourn due to a thunderstorm. On the 18th, James was once again helping MGM make their film with Ms Maxwell and De Grue, both making live free drops. December 1937 offered very little in the way of flying due to a very bad visibility, rain and cloud. On the 3rd, James recalled his height as fifty feet, whilst very low flying. On the 8th, the remarks include damn cold, ice and snow on the ground, followed by b…. cold. On the 11th, the entry reads, fall after frost, low cloud, circuits and bumps, and on the 13th, hit three peewits taking off. On the 24th, conditions had hardly improved, thickish mist and [unclear] almost like flying in an iceberg. The last entries in this logbook relate to the 17th and 18th of the month, the remarks are regarding a flight from, Henlow to Sealand flowing Queen Bee over the top of clouds, came out in the middle of Wales. Then on the 18th, refuelled, land in Penrhos, hit post, damaged port [unclear], returned to Henlow by a train. We do note also that in 1937 the landing was made near Bournemouth to retrieve the map and near Aberystwyth due to a petrol shortage. All in all, the records by now showed an adventurous flying career in the RAF. James was promoted to flying officer on the 30th of December 1937. 1938, James was broadening his experience. He continued to fly from the home aircraft depot at Uxbridge as officer commanding the parachute test flight, flying the Prefect, Fairey, Queen Bee, Moth, Tutor, Magister, Hind and Virginia. In March, he carried out a number of high-speed runs in the Hind, recording variously 240, 250, 280 and finally 290mph. On the 26th of March, he took this aeroplane up to twenty-four thousand feet, recording times and boost pressures against altitudes as he did so. The maximum altitude he reached in forty minutes and forty seconds. April ‘38 seems to have required a mixture of flying that included passenger transfer flights, balloon chasing, cloud flying, circuits and bumps. On return to Henlow from Bircham Newton where they had gone for lunch, he or his pupil hit port errond on post. On the 6th of May, he flew a press representative to take photographs of pull offs presumably from a Virginia. Not much flying took place in September but on the 30th an entry reads playing silly Bees around cloud. Another flight in the Virginia shows flying around in November ’38 but then it went to add forced landing in fog on the 9th and fog turned back. Total flying in December was only one hour but there was a reason for this, for he married Ethel Madge Birchall, who preferred to be called Madge, on the 3rd of December 1938 in the parish church at Saint Andrews in South Shoebury in the county of Essex. James, a bachelor, was twenty-nine years old and his occupation was given as RAF officer residing at Henlow camp Bedfordshire. Madge, a spinster, was twenty-eight at the time of her marriage and had no work or profession recorded on the certificate. Owen Sindall retired was recorded as James father and Jasper Beasley Birchall, captain Royal Artillery retired as that of Madge, who had been residing with her parents at Newland, nurse Road, Shoebury, in the county of Essex. James left the parachute test flight on posting to Central Flying School at RAF Upavon at the end of March 1939. Chapter three, training new pilots and flying in the Battle of Britain 1939-1941. 1939, Central Flying School and of flying instructor posting. James arrived at Central Flying School at RAF Upavon in April 1939. The primary purpose of CFS was to train pilots to fly competently. These next couple of months were then spent flying Ansons, Hart, Tutor, Harvard, Fury and Oxford airplanes. He was also cleared to instruct on the link trainer. James began his postings as qualified flying instructor in July 1939, he took his first students for revision exercise on the 24th and in his logbooks he records all their names. The Second World War began on the 1st of September 1939. James flew the Anson once that month and had a refresher flight in an Oxford instructing new students and performed several solo, navigation and forced landing tests, as well as aircraft and weather tests. In a letter to his mother, James wrote on the 15th that they had overcooked some marrow jam and it was so thick that they could almost have used the toffee to stop up the mole and rabbit holes. The only war news they were getting came from the papers [unclear] that it was generally expected that air raids would commence fairly soon so it was necessary to, quote, keep the old respirator, anti-gas handy and quote, on the 19th of December 1939, the London Gazette shows James being promoted from flying officer to flight lieutenant with the effect from the 13th of December of the, of 1939. Flying training continued from Raf Hullavington at number 9 Flying Training Service School and March of that year 1940 saw the tempo increase with up to five sorties a day, often involving three or more aeroplanes. In a letter to his mother dated the 5th of March James wrote, I taxied onto another machine night flying the other night, broke my prop and his tail, managed to hush it up. James was clearly not the only one enjoying exciting flying for on the 16th he wrote, things go on here as usual, we are just at the end of our night flying program, one of the pubs by himself landed outside the aerodrome, it’s a four inch thick tree, he did say he brushed something, came through three hedges, hopped over the road and landed on his back on the aerodrome, as his usual he had not a scratch or a bruise. It was at night and although I saw it, I only saw his wingtip lights going up and down and over. Another pub took two soldiers up without permission in an Anson, which is a twin engine five seater, and crashed, smashed the aeroplane to bits and the three of them had a few cuts and a few bruises, it’s amazing, isn’t it? Beginning of June 1940 saw the commencement of number 20 course. In a letter to his mother, Annie Sindall dated the 4th of June, James implores her to persuade the family to leave number 46 Nelson Road, Leigh-on-Sea, Essex and get away to South Africa or if not, to Wales or Cornwall, to avoid the Nazi way of bombing, not a dozen machines as in the last war, but hundreds and coming in waves at about two hours interval. I’m making it sound awful, I know, but I’m not exaggerating, will you please do something now? It’s not even safe here. We have a station defence working day and night. As I said before, don’t worry about me. I may go anywhere and at any time. To stay in Leigh waiting to see where I go is madness. July saw the end of number 20 course and beginning of 22. Within that month an entry on the third, towards the end of the day reads dawn patrol, written in red ink. With the Battle of Britain about to begin, it would seem that preparations would be made to defend the defences. James wrote to his sister Dorothea who joined the WAAF and who’d been posted to Lincoln, James was expecting to be on lookout duty that night, which would have meant sitting on top of a water tower accessed by going up an open iron ladder which gives me the creeps coming down. An enemy aircraft had shot down a pupil early in the day, not one of his, and had machine gunned him as he drifted down, spoiled him too. They say that we caught the Hun later. CB: OK. TS: Participation and the Battle of Britain, which officially now ran between the 10th of July and the 31st of October 1940. On special interest, James flew a Hurricane II, apparently for the first time, on the 12th of September for station defence. On the 16th he again flew a Hurricane for station defence but with the additional words after Junkers 88, the whole entry in the logbook being underlined in red ink, his method of indicating an operational sortie. He flew a, probably the same Hurricane again for air tests later in the month. At CF 5 number 5 Flying Training School signed the monthly totals confirming that all these flights had been authorised. James wrote to his parents as follows, Dear mother and dad, I nearly got a Junkers 88 long range bomber yesterday. We have a Hurricane we keep ready for station defence and three of us were allowed to fly it, very occasionally, as we waste petrol. Anyway, the Junkers came over the camp at about five thousand feet and as I was doing nothing at the time, I grabbed my bike and peddled off to the Hurricane with my brolly over my shoulder, leaped in and started up and off. I chased away the way he had gone with my electric sights on and my guns ready. Of course, I didn’t catch him. He had had too good a start. I flew around at twelve thousand for a bit in case there was another and then saw another Hurricane going past towards Swindon. I followed him in case he knew of something but there wasn’t anything there. So I came back, maybe I get one someday. The Hurricane is grand, cruising at 200 and climbing at 160, I dive quite gently and got 360. No effort at all. Cheers. Love, Jim. 1941, James flew in the first three and a half months in the year but in April he flew a Hart to Benson and on to Hullavington before proceeding to number 12 Operational Training Unit at RAF Benson to learn to fly and operate Wellington bombers. CB: OK. TS: Looking back at the details that were in this particular letter, it does seem a little odd that performance information should have been written without perhaps being intercepted by a censor. Maybe James’s enthusiasm for writing this up got the better of him as indeed we shall learn later on when he was in India as it resulted on his being court-martialed following interception of information of by a censor. CB: Brilliant. So, we are restarting now when we are at the OTU, 12 OTU Benson. TS: Chapter 4, bomber operations over France and Germany 1941 to 1942. The London Gazette dated 11th of March 1941 shows James being promoted from flying lieutenant to squadron leader temporary. In April he arrived at number 12 Operational Training Unit RAF Benson opson to learn to fly and operate Wellington bombers. After two dual sorties, James went solo on the 25th of April, with wing commander Daddy for company. Both pilots swapping seats as they built up experience on what was termed local flying practice. The next page in James’s pilot’s flying logbook displays at the top line number 115 bomber squadron at Marham and in red ink operational. The first operational bombing sortie for all such sorties was numbered by my father in sequence and recorded in red ink was flown on the night of the 10th and 11th June. Operational sorties flown with the squadron in June, July and August were in Wellingtons, all believed to be in the Mark I C. The first flight made on the 10th and 11th of June with Bailey as the captain and James as co-pilot was to Brest to attack the Prinz Eugen, a five-hour flight all at night. On the 12th and 13th my father was in command and, I beg your pardon, it was Bailey still and my father as co-pilot, they attacked Ham, the marshalling yards. The following night, the 13th and 14th, my father flew his first operational flight of a Wellington in command. They attacked the Prinz Eugen again at Brest. On the 15th and 16th it was Cologne. They attacked the railway yards and they shot down one Messerschmitt 110. On the 17th-18th it was Dusseldorf, the railway junction. On the 20th and 21st Kiel, various battle motes. On the 26th and 27th Cologne, turned back by storm. And on the 29th and 30th Bremen, town blitz. In July 1941, operational sorties continued, on the 1st North Sea sweep for dinghy, on the 4th and 5th Brest and my father wrote in his logbook, bombed Lorient. On the 6th and 7th Munster, with the remark Coventrated. On the 7th-8th Munster, ditto. On the 9th and the 10th Osnabruck, short of fuel, crew bailed out. On the 13th and 14th Bremen, snow, ice, hail, sleet, rain. On the 15th and 16th Duisburg, returned early, aircraft not climbing. And on the 24th, Brest, daylight sweep on Gneisenau and Prinz Eugen and one Messerschmitt 109 F shot down. A letter relating to the bailout on the night of the 9th and the 10th of July which is, which I’ve referenced, which is the day after I was born, still exists, my father sent it to my mother and it reads as follows. Royal Air Force Marham, King’s Lynn, Norfolk, 12.7.41, the time is 05.30 and I have just come back from Abbington where I went with Doc Bailey to see one of my crew in hospital where he is with a broken leg. I had just read your letter which you asked me if I had a good party that night. We did, we went to Osnabruck and came back to find everywhere covered with cloud, cloud at ground level. We arrived back at the aerodrome at 3.30 in the morning, but were told to go to Abbington where it was clearer and we could get down. At 4.50 we were very short of petrol, so I tried at first the distress calls, but there was such a row going on in the air, everybody calling for help, that I could get no result so eventually I sent out SOS. We got an answer from Hull, they listen in for SOSs, who said go to Abbington, they then telephoned Abbington which took twenty minutes or so to say let these people in at once. Well, we contacted Abbington as soon as Hull told us to go there but as they did not know by then that we were in an SOS they just decided to let us take our turn with the other machines. At about 4.30 the engines cut and I pushed the crew out. I decide to stay on for a moment or two to let all the petrol burn up so that she would not burn when she crashed. Then a funny thing happened, it picked up again, and spluttered and banged and I was able to fly for another hour. It was due to the change in altitude weight with the crew gone. I flew north to get nearer the dawn and to put it down in a field if possible but came over cloud again so flew south to keep over open country. I could just see light coloured fields and nothing else. At 5.40 I saw an aerodrome flash SOS on the under recognition light and landed. As I was holding off the engines cut for good, there were thirty-six other machines there from other squadrons. My crew all landed safely, one in a group captains garden, except one who broke his leg. I saved the country twenty thousand pounds of an aeroplane, but I bet they don’t get me a commission of even 5 percent. I can’t write all this out again so will you forward it to mother when you write? On the 24th of July, the target was Brest, operational form 540 states, bombing from fifteen thousand two hundred feet, dropped one stick north east to south west over target, first bomb fell in water about ten yards from warship laying alongside the mole, burst from other bombs seem to burst around other ships about half a mile south west of Mull. Aircraft hit by flak in rear turret hydraulics, one Messerschmitt 109 F was successfully engaged and shot down in the sea. Two other aircraft of number 115 Squadron that took part in this raid were captained by sergeant Prior and by flight lieutenant Pooley. The first landed at St Eval and the second in Exeter. Now, I do vaguely remember my father telling me once that on the way back from Brest, on one of his sorties there, he had slowed down to formate alongside another British bomber that had suffered badly from enemy action and was barely able to stay in the air flying slowly. As that aircraft was so vulnerable to fighters, James felt that his presence along the side, might help to ward off any attacks. In the event, both aircraft made it home to the UK, following which the pilot of the stricken airplane was told that he would be in line to receive a medal, an Air Force Cross or Distinguished Flying Cross possibly. As I remember it being told, that pilot said that he would accept such an award if offered only if some similar recognition could be given to James who, by risking his own aeroplane and crew, had ensured the safe return home of both aircraft. Apparently, such an assurance was given. Sadly, there seems to be no record as to who the other pilot was and whether or not his resilience resulted in an award. What is without doubt is that no special recognition was given to James for his effort on that particular flight. It is possible, given that James flew St Eval on the 23rd of June to collect the crew of [unclear], that the protection he had provided to a stricken aircraft might have taken place on that the 24th. August operational sorties on the 8th and 9th Hamburg, ten tenth of cloud, no joy. 12th, Mönchengladbach flak over 14, 15 Hanover searchlights, 18-19 Duisburg. 27, 28 Mannheim, crashed near [unclear], crew bailed out with my parachute. According to the squadron form 540 the record for the night of the 27th -28th of August states, Squadron leader Sindall bombing from eighteen thousand feet, dropped all his bombs south to north, just south of the aiming point, burst was seen followed by a large explosion, aircraft had to be abandoned, all crew bailed out, well that’s what they said, and made successful descend, aircraft crashed and was burn out near [unclear], now at the back of my father’s logbook under accidents, he recalls a few more details, crew bailed out, no parachute left, crashed in a field burnt and in a letter to his sister Dodo written on the 29th of August, James gave a very detailed account of what occurred that night. Royal Air Force Marham, King’s Lynn, Norfolk, 29.8.41. Dear Do, you like exciting stories so here is one. We went to Mannheim last night with a 50mph wind behind us, cracked the target good and proper and set course for home. The wind against us put us off course a bit and we stouaged over Dunkirk where we got coned and I think it was there that a bit of flak holed one of my reserve tanks. We got to Marham and as we started to come in, so Jerry dropped a stick along the flair path. Control told us to go to Honington. Off we went putting on the one reserve tank and not both as I thought there are no gages for the reserves. Honington was dead and we could get no reply to repeated calls or there we were over the aerodrome, we saw what appeared to be a flair path some distance away so wandered off there but it went out. Then the engines cut dead at fifteen hundred feet I shouted to abandon ship and the boys went out in quick time. I stretched out for my para and found someone had taken mine. I flashed a torch to look for another but there wasn’t one. I swore hard and sat back and prayed like mad. Switches off, top escape hatch open, helmet off, landing light on and went straight ahead at 80mph. At first, I saw nothing but rain, then a field and another at five hundred feet, then a village over that, then trees, then more fields, very close now, then crash, crash, crash. I went for a six up at the front, feet in the air and an almighty wallop on the head, laying there wherever [unclear] had stopped moving I felt my head and to my horror in all the blood fair rushing out it was, a bit of my head came away in me hand. Holding my head steady so that my brains wouldn’t fall out I plogged my hankie over the hole and tried to get the right side up. I did then up and out of the top hatch to trip and fall face down in turnips and mud. Got up, I walked over to an incendiary bomb which was still burning, some of ours had stuck up and lit a cigarette advert for players. I thought alright but really honestly thought I was done. I sat by the bombs, it was warm in the rain, when, bang! The blasted thing blew up, it was one of the explosive ones, I only had one boot on, so I hopped along the field holding the hankie with one hand and smoking with the other. I sang and shouted as I went, proper daft I was, until I found a nettle or something with my bare foot, I only shouted then. At a safe distance I sat on a bank and waited for someone to put in an appearance. Then poor old J for Johnny started to burn, and I sat on the other side of the bank in case a high explosive bomb had hung up too. Various aircraft circled round and when it was quiet, I shouted for the Home Guard, fire watch, girl guides, WAAFs and anyone else I could think of. After I while I was still alive so up to the standard of the second field towards a church, they have graves there, which I could see by the light of Johnny. There was a ditch, then a road, no house at all. So I started walking until I came to a cottage, still see, [unclear] this time, my words, as I opened the gate, the upper window opened and a female said, what do you want? I said, there’s been a terrible disaster, and a shocking occurrence up the road. What’s that fire? My aeroplane. Oh, your aeroplane? I’m a parachutist now. Have you a telephone or where is there a doctor as I have a hole in my head? The doc is round the corner. Window down with a bang. He was and then I went to [unclear] hospital for stitches and bandage and here I am back at Marham once more wangling sick leave. The bit of my head must have been a bit of Johnny which I had broken off. So there you are, life is never dull, I’m due for six days about the middle of September so they may make it twelve days. Cheers, Jimmy. September ’41, operational sorties, just one, went to Karlsruhe, natives friendly. The operational sortie to Karlsruhe would appear to be the last operational flight James made within Bomber Command. In October, he flew Wellington again on a marker test and twice in formation, on formation flights, he also managed to carry out an air test in a Hurricane. There was no flying for the month of December. In January 1942, James made one flight, an engine test in Wellington 1645, this lasted thirty minutes and he just two crew members on board. In February he flew twelve times in five days on Whitleys in the beam approach training flight, accruing some eighteen hours, of which fifteen and three quarter were logged as instrumental cloud flying. He then flew as part in command three times in a couple of Wellingtons on local sorties and then he flew a Hudson from Port [unclear] to Kemble and a Wellington from Kemble to Lyneham, his grand total of flying hours now stood at one thousand, five hundred and twenty. He had no flying in April, May, June, July or August because he was on route to headquarters, New Delhi, India and James was not to set foot in Europe again for three years. CB: What we know from all our experiences of all our fathers really is that they didn’t talk about what they did in the war but occasionally there were snippets that would come out perhaps in social situation so did you ever get any feeling for your father’s approach to things later? TS: Not a great deal, my father became very reserved after the time when he left the RAF. His life had changed as my mother had died and I was now away joining the RAF myself and when I saw him on holidays for many years after that he never really talked to me about anything and certainly didn’t talk about the war. I think, in common with many people, who’d lived through it, they wanted to put that past behind them and get on with their lives. CB: An interesting aspect of this perhaps is that you were in the RAF for many years, you had exchanged posting to the Royal Australian Air Force and when you came back and visited your father in Spain, what was his reaction to your urge to tell him what you’ve done? He didn’t want to know. Right, so moving on now to his next posting. TS: Chapter 5, Air headquarters India 1942 to 1944. He was posted on May the 21st to from [unclear] 44 Group to West Kirby for posting to air headquarters India. On authority of Air Ministry postagram for duties in connection with a selection of sites for aerodromes, on May the 26th he travelled to Newport on to board the P&O steamer Cathay that had recently been converted into a troop ship in the USA. James left the UK on the 27th of May 1942, stayed through Freetown and Cape Town and arrived at Bombay on the 23rd of July. When he reported to headquarters New Delhi and he learned that the people that had asked the Air Ministry in London for a surveyor, not a general duties i.e. pilot bloke, can you please delete it? Anyway, a place was found for him on the training staff, will I ever get away from training, he said. And then the next three days was spent reading files to find out how Air headquarters functioned. In September, James arrived at Lahore, headquarter to 227 Group and then started visiting various squadrons, first 31 Squadron at the aerodrome. Later he left Lahore for Delhi and by 30 he was back in the office there. On the 26th of September, James was promoted to acting wing commander on the strength of the training staff. October the 1st went to [unclear] by road, into tribal territory up and down the pass, quite exciting, everybody had a gun except me. In January 1943, he reports on the first, not feeling too well, on the 4th he was felt really ill in the office, and this was the beginning of a long period when my father was affected by malaria. Not only malaria was rampant, but so was too was prickly heat and by February my father had contracted jondiss that resulted in three weeks sick leave. James applied for a couple of weeks leave having had none for two years. He remained in his quarters throughout April and in May went to Chakrata on sick leave. In August he started leave travelling by train to Rawalpindi where he hired with a friend a houseboat. Back in office in September, today we’ve been at war for four years, another two should finish it off, I hope. September the 18th very hot, could not sleep, on the 19th not feeling well, really ill, reported to the medical officer, malaria, into the British military hospital straight away, bad afternoon and night. In October, James learned he’d be posted to HQ 227 Group as wing commander training who’s assessed for being fit for duty. On arrival there, he felt familiar signs of malaria returning and was packed off at the hospital. As a result of that, he was downgraded and ranked to squadron leader war substantive. On the 23rd of October 1943, a colleague told James that a ladder to dad, James’s father, had been stopped, all males vetted before leaving the unit. On the next stage, James was yet experiencing familiar symptoms of malaria and had to take leave. In December, he arrived back in Bombay and waited for a posting. On the 11th, he heard that a date had been set for a court martial that would consider an alleged offence associated with the contents of a stopped letter that he’d been told about in October. On the 17th of December, James wrote, we saw an enormous comet fairly sizzle across the sky, never seen such a long tail. And on the 21st of December, the general court martial held at headquarters 227 Group Bombay was held. James was being charged with conduct prejudicial to good conduct and air force discipline etcetera. In that honour about the 13th of October I posted in Bombay a letter containing references to movements of Halifaxes and Lancaster aircraft in this country. The prosecution called the duty pilot at Delhi airport to say that one Lancaster had arrived on the 9th of October, no Halifaxes. As James had no defending officer, the deputy judge had a break whilst he instructed me how to conduct my case. He told me to say that the prosecution had not proven their case and therefore I had no charge to answer. I did so. Another break whilst the court considered it and I went again, not guilty, hurray! And my beautiful fireproof defence was never needed. So that was that. I came back to Karrian and had a quite evening doing the round of rat traps. I can remember my father mentioning this episode as I recall he had whilst delirious with malaria and the associated medicines written to the effect that hordes and hordes of Halifaxes and Lancasters had been flying overhead which was quite clearly a delusion. December the 22nd, I’m off to Bhopal to be present of a court, president of a court of enquiry into a crash at Bhopal or near there. What a wizard service this is, prisoner one day and president the next. It means I shall have Christmas at Bhopal. Should be good. December the 31st, the last day of ’43, and now I can see I’m due having next year, seems very comforting. James records that on the 2nd of January he decided to build a sundial outside the mess, using hard wood and an old celluloid computer, spending most of the afternoon marking in the times, North, South, East and home. There was to be small garden around it. On the 4th of January he decided the sundial required some to finish it off, a verse or something, so during the evening, he produced this, remember that the group responsible for his being there was 227 and they don’t pay much attention to our once. This is what he wrote. To those who have to or who care, put on their letters Callyan, little stranger passing by, pause a while let’s slip aside, for we who knew Bombay was heaven were posted here by 227. For company we lack it not, rats, snakes and mozzies are our lot, the sun beats down, no fancy given, we’re even there with 227. Time marches on in Solam state but awful thought if from the gate of India with [unclear] a ship sails home with 227. Of course, I’m prejudiced, said James in his diary, but I think it bloody good, I wish the OC of 227 could see it. He has no sense of humour. James later referred to this as the headstone of rank and sent a type copy to the editor of the journal of air forces, accompanied by a rather long sundial serenade. This was actually published in the journal, pages two and four of the Indian edition, volume two number two dated the 10th of March 1944, the only change being made that numbers 227 were changed to 527, so as to confuse the Japanese. On the 18th of January, James wrote, my posting came in with a mail, Poona for a fresh air flying a Wimpy and then onto ops, just what I wanted two years ago. Still it’s gonna be wizard, have to keep it quiet from Madge though. Wrote to Jasper telling him only. Three days later, James arrived at Poona and started his Wellington Mark X conversion refresher course, doing navigation, intelligence and lib trainer sessions. A red-letter day if ever there was one, I flew, actually flew myself in a Wimpy, first time for a year and ten months, not too bad landings either. On the following day, he took over the sea flight, when the CO went down with malaria, and found himself having to organise flights, air tests and training exercises with the navy. Chapter 6, number 215 Bomber Squadron, Jessore 1944. February 1944, operational sorties, in a Wellington he flew to Pru a six-hour night flight. James made four sorties in February. On the 2nd he wrote, I put up my 39-43 star ribbon as all Euro rifles ex-U have, ex-UK have. Note, this was subsequently to become the 1939-1945 star. On the 17th, James set off for Jessore at number 215 Squadron where he was to become Bee flight commander was met at the station by the squadron in Jeeps and a fifteen hundred weight truck on the platform, never had such a welcome anywhere, the party continued until 3.30. The next two days were spent meeting people and finding his way around and he flew in Wellingtons doing circuits and bumps. Then, on the 22nd, he flew his first operation in [unclear] bombing the [unclear] dumps with squadron joe’s captain. No opposition at all, took off in daylight and got back 11:00, flares dozens of them all over the place, [unclear] fires. After returning from a flight to Lahore to collect spares flying through an intertropic front, lots of extra flying, very wet on the 25th, he flew twice on the 26th, once to an overload test, and once doing circuits and bumps. The dairy records, quiet day and party in the evening. I was eventually debaged after putting up a stiff resistance, had a finger in my right eye, bruises and a bash on my nose. The following day the diary reads thus, due for ops this evening but the medical officer has put me on service [unclear] for two days on account of my eye. Had three accidents today, one, joe’s undercarriage collapsed and slid off the runway, two, starboard engine of A flak machine cut on take-off and it crashed and burned out a mile away, four dead out of five. I pulled out two bodies, the fifth crew member died on the 28th. Three, night flying aircraft with no flaps, went off the end of the runway, one hurt, what a day. March 1944, an operational sortie was flown to Anissakar aerodrome. The other squadron that was with them, number 99 of Liberators bomb went off to bomb Rangoon. On the Sunday night the 5th James took off in one of the Wellingtons to attack the town of [unclear] on the Irrawaddy but returned after twenty minutes when the port engine oil pressure dropped to below the minimum acceptable 70psi, makes you think by which I surmise he had in mind the recent loss of the Wellington due to engine failure just a few days earlier, just might have been repeated. After this, James had three weeks leave to stay in a bungalow as the guest of a maharajah with the aim of hunting tigers. On March the 13th he bound a boar on a first drive with one shot through the head, followed on a second drive by a dough and a stag [unclear]. James’s name was not drawn out to go on the tiger shoot, only two officers were allowed but one was shot by an American. April 1944 operational sorties on the 3rd and 4th all in Wellingtons he flew to Yaju, violent explosions, on the 5th and 6th to Akyab, four thousand pounder, dirty, 8th and 9th Mandalay four thousand pounder, on the 17th a seven hour journey air sea rescue Sandoway, found out ultimately that was unsuccessful although some of the air craft searching reported that they had found a dinghy in lights they were lost and the crew were never returned. On the 23rd and 24th they attacked Maymyo barracks missed it diverted to Fenny and on the 28th Kallowar daylight. On the 21st of May the entire squadron with the exception of two crews was detached to 3 Dakota squadrons to assist in supply dropping on [unclear] in the Arakan and Burma. I went with eight crews to a station north and operated over the [unclear] near to Kina Morgan area. The Dakota is a very nice aeroplane, I like it, did twenty trips, some in foul weather. Returned to Jessore on the 15th of June, having been away just over three weeks. Stayed at base long enough to collect clean clothes, we’d been in the jungle and off to Kolar near Bangalore for conversion onto the Liberator VI. Now, my father’s logbook entry show that before being attached to 117 Transport Squadron, he flew one operational sortie to Kalimo in Wellington [coughs] on the first of May. And the second [unclear] to drop a four thousand pounder at the Infa area on the 9th. Conversion onto the Dakota began on the 23rd with circuits and bumps, followed by loaded landings and flights with soldiers on board. The first operational sortie was [unclear] lake and the 29th of May with a payload of five thousand five hundred pounds. The average trip times were between four hours twenty minutes and just over five hours. And in this length of time he flew some 17 operational sorties to Indigoy lake so a total of seventeen operational sorties to various destinations, all in the space of fourteen days, all in the Dakotas, either air landing or air dropping, three fifths of the Dakota time count towards tour time. The RAF operational record for 117 Squadron states that one aircraft was lost in June 1944, the crew being part of a detachment from 215 Squadron who’d been helping us for a time. The machine was last seen approaching [unclear] when it was flying normally and there is no evidence to show why it did not return. The loss of this crew is much regrated as the 215 boys had been popular in the time they had been with us. The detachment later returned to their parent unit as did the C-48s manned by American crews. Each of these had done much to help the squadron 117 during a particularly arduous period. The last entry for June 1944 shows a flight back to Jessore at the end of the attachment in Dakota Whiskey with 29 crew. On the 10th of July James flew the Wellington to Kolar to join 1673 Heavy Bomber Conversion Unit to learn to fly and operate Liberators and the RAF 540 for July reads squadron leader acting wing commander J Sindall general duties pilot posted from 215 Squadron, squadron leader flight commander post to 215 Squadron wing commander post with effect from the 10th of the 7th ’44. Chapter 7 number 219 Heavy Bomber Squadron Digri 1944. On the 28th of July my father flew a Liberator under instruction from squadron leader Sharp, a familiarisation sortie with circuits and bumps and on the 31st after another circuits and bumps session he flew solo with his crew. In August James completed his conversion onto Liberators, that’s the B-24 Mark VI and his dairy showed that he returned to Jessore on the 21st of August and having been given command of the squadron with effect from the 10th of July. I settled down or tried to run things and dealing with a number of bloody-minded gunners. Six flights were made in September all in Liberators, two for fighter affiliation and others associated with communications, including the squadron move on the 15h to Digri with an expectation that they would join wing headquarters at Dhubalia later on. After the move, James and his squadron personnel set about settling in, finding that the mess was a bit of a mess, ha-ha, but not so bad as he had left behind in Jessore. There was on my father’s squadron a Canadian by the name of flying officer later flight lieutenant Frazer who wrote and published a book which detailed much of what took place on the bomber squadron at this time and in which he mentions my father by name. I will be quoting one or two little pieces from his book. Flying officer Fraser describes his first meeting with James thus 16th of September 1944. I must have met him before but now I see how [unclear] sitting with three others at the table right in front of me. Two I’ve met but not the one with three blue stripes on his shoulder tabs. Of course, that’s the CO, Wing Commander Sindall, I only saw him from a distance at Jessore but whilst I’m trying to give him the white silver, the wing co gives me a flip with his finger a-ha, I’m being summoned, I slide off the stool and say, yes sir, managing a quick nod to [unclear] at the same time, at least I don’t have to salute, you don’t unless you’re wearing a hat, which is lucky, I don’t know how I managed to holding a glass of beer in one hand and a cork bottle in the other. You’re Fraser, I believe, the CO says, not sounding that excited at the thought, you’ve met our [unclear], this is squadron leader Beaton, and flight lieutenant Williams, their nods are almost imperceptible, what’s all this about? Welcome to the squadron, from the wingco, still sitting he extends his hand. To shake I have to get rid of the damn bottle and the only empty place is under Sindall’s outstretched arm. When I put the cork there, he pulls his hand right back. He extends it again but cautiously reaching around the bottle, lightly concerned about knocking over my beer which is thoughtful maybe why his handshake is so limp. Standing before him, I’m been given a thorough examination by cool eyes in a solemn face. It gives me a chance to look him over too. He’s an older type of young guy into his thirties but not far into, dark hair, small moustache, good features with a firm chin, a sort of military look. He might even be a handsome fellow if he hadn’t tried smiling. In this climate, Fraser, at this temperature, do you really think alcohol makes sense at the Landshar when you don’t know what cause you may be, yet be asked to perform today? I glance at the table, all their glasses are filled with lemon limes, well sir, I didn’t expect a large bottle, well, [unclear] come very polished at all, so I just finished with, I guess not, sir. Then I say, you’ll be right, he said, but welcome to the squadron. October the 5th, one of the other squadrons, 159, did a low level daylight on the Bangkok railway, lost one aircraft unheard of, one ditched out the Cheduba island, we sent out aircraft daily and at night, we found it twice [unclear] lost it again. Today I’ve only got three aircraft [unclear], two are off at four, one should go out at eleven then we can do no more. [unclear] October the 13th, one aircraft at 0400, another one at seven, they will be the last, I’ve no more aircraft. October the 14th, it’s amazing how the ground crew do things, I was able to put two aircraft in the air. October the 15th, no joy with the air sea rescue, it’s been called off, poor devils. I recall my father saying that with so many crew members wearing shoulder flashes because on his squadron there were members from England, Scotland, Wales and Ireland, eight Canadians, fifteen Australians, half a dozen each from New Zealand and South Africa, one from the States, one from Brazil and one from Fiji. There was also one Indian equipment officer and several [unclear] followers. But with so many crew members wearing shoulder flashes displaying their country of origin, my father had some made up with England that the British could wear. November ’44, operational sorties. On the 2nd to [unclear], weather good, two thousand two hundred miles, it was a twelve-and-a-half-hour flight, all at night, twelve thousand feet, fifteen hundred pounds of bombs. On the 26th, [unclear], a marshalling yard, leading a formation of twelve aircraft. And then Fraser wrote, on the 3rd of November, action at last, not for me, the squadron, just four crews, but 215’s first ever bombing trip in Liberators. I didn’t hear it until this morning, sitting in the shade behind the flight shed, we saw them circle the field for landing, strange there’d been no take offs that we knew about, within minutes three more, Roy Williams who runs Bee flight when O’Connor’s away came out of the office with a field glasses, Liberators? Four of them? Whizzo! The crews were on a mission last night. Mission? What mission, we clammered? We didn’t hear about any op. Aircraft V, that’s O’Connor, Roy says mostly to himself, glasses pointed at the runway a quarter a mile away, good landing, Percy! Now B, that’ll be [unclear], here comes Jimmy Ross, very nice Jim, where’s the fourth? Alright there he is, that’s the wingco, whoops! Hold it straight, James! Ok, you’re down. Even without glasses, we could see that wing commander Sindall put another dent in our runway. A good pilot in other respects, he is famous here for terrible landings. Not that if you bumped or anything to be ashamed of, maybe we are even a bit proud of the CO who can make jokes about his bounces. Everyone’s excited and full of questions, where did they go? What was the target? But the answer is, really, did the CO and two flight commanders go on the same mission? Well, they did, William shrugs, maybe because it was an unusual target, shipyards at Vin, well, was there, Burma? No, further east, French Indochina. Before Fraser flew on his first operational flight, the wing commander started the meeting with a little speech, I guess it was intended as a pep talk but it didn’t come over like that because Sindall is more of a low key type, wouldn’t go for razmataz stuff, mostly he just wished us good luck, for those going on your first operational flight, just remember you are well trained crews flying an excellent aircraft that is exceptionally well armed. If you remain alert, keep your wits about you, you should have no problems whatsoever. The sortie went well and the crew enjoyed their operation. In the days before the raid at [unclear] on the 26th, James carried out bombing practice on the ranges and practiced formation flying with pilots of 99 Squadron. This culminated in his leading of the twelve [unclear] formation. Some bombs fell west of the [unclear] outside the target area but many bursts were observed on the tracks and station buildings causing a heavy and secondary explosion with much black smoke. The weather was good and no opposition was encountered. In December on the 10th, James flew with his crew to [unclear] Bangkok railway, trail-busting eight hundred feet and also [unclear] railway station, five hundred feet, heavy anti-aircraft opposition, rear gunner killed, two thousand five hundred miles on a fourteen hour mission. The squadron form operation says that it was sergeant Day that in Liberator Lima who was killed by shrapnel from a small calibre shell fired from the ground, I can recall my father telling me that after they had landed he carried out the task of removing his rear gunner’s remains from the turret not wishing to delegate this to anyone else. We should of course remember that Kanchanaburi is that featured in the Bridge over the River Kwai and there was a letter received from a KJ Porter from New Zealand who was a prisoner of the Japanese at this time, naturally we were all scared when bombs began to fall and some bloke’s nerves were in a bad state already but I personally and some of our mates welcomed the sight of those big birds floating over seemingly all powerful and indestructible as this was the first, real sign to us that the Allies were now on the offensive and the end was in sight. Perhaps just as well we never knew you were flying down from India but imagined you were using captured bases around Rangoon or thereabouts a few hundred miles away. When I lay on my back in a shallow monsoon rain outside our hut by the Kwai bridge, it gave [unclear] commentary on the raids, the adrenaline surged, and I thought, now these bastards are getting some of their rain back. The great thing was that you appeared just when morale was at an all-time low and gave us a much-needed boost, so I feel we are indebted to you. Number 215 Squadron moved from Digri to Dhubalia on the 27th of December 1944. Chapter 8, number 215 Heavy Bomber Squadron Dhubalia 1945. James flew only once in January 1945, he went to [unclear], little opposition, earthquake, number 28 Korak railway yards, these were both in February, no opposition, in March on the 11th, two Rangoon dams, leading formation, dam accurate, flat [unclear] but also damn accurate and on the 19th to Nanyen railway yards, two thousand four hundred miles, that was another fourteen and a half hour flight, on the 24th they went to [unclear] again, Uk dumps, very hazy, just made it, flat fool proof, this time they dropped seven thousand five hundred pounds, on the 29th Rangoon, Japanese army headquarters with a seventh brigade, good [unclear], large lumping [unclear] but accurate, eight thousand five hundred pounds. There was a letter that he received from the AMC, Air Marshall Keith Park, who’d only recently been appointed Allied Air Commander in Chief, written to all officers commanding squadrons and upgrading them for not maintaining the efficiency of wellbeing of service personnel regarding messy and he said, that it seems to me that some units pay less attention to the wellbeing of their men than we did to our horses when I was a junior officer, it was a matter of pride in those days that we got the very best rations and fodder for our men and horses and a little bit extra yes for luck. I’ve got the letter still and in it my father’s written in blue crayon with an end, with an arrow pointing to the word horses, with [unclear], when I was at Poona, so I don’t think he took it too seriously. April 1945 operational sortie to Kaykoy, Bangkok area, individual aircraft in a gavel, first time this was attempted in South East Asia, weather good, bombing good on railway yards, two thousand four hundred miles and dropped six thousand pounds and that was another thirteen and a half hour flight. On the 10th of April the airfield was struck by an unexpected hurricane, the aircraft were mainly alright although most had shifted into wind and on the 13th Wing Commander Sindall announced to air and ground crews the intention to divert to Dakota transport aircraft under combat cargo task force, training to begin immediately so suddenly everyone was changing from operating the Liberators which they were quite happy with to becoming a transport squadron. Everyone was a little stunned. But still there was a visit from Air Commodore Melash CBE RC Air Officer commanding 231 Group and he spoke very well of his regret at the squadron’s departure and his appreciation of the excellent work they had done, wishing every success for the future because Sindall also was leaving to go home and then it was not long before the time came to go back and wing commander Buchanan arrived to assume command of the squadron on the 28th of the month and then Sindall entered in his final logbook the following in May, 2nd of June in the Liberator self to [unclear] one hour. On the 4th in the Liberator Karachi with sixteen passengers, eight hours fifty, on the 5th with the crew Shaima Cairo fourteen hours ten, and on the 6th Cairo Malta Lyneham. I can remember visibly my father looking out of the lounge window one day when I saw someone I did not recognize open the little gate that connected the pathway from the front door to the pavement and calling out mummy, mummy, there’s a strange man in the garden and then recall well as my mother rushed to the door and they fell into each other’s arms. Issue 37119 of The London Gazette dated the 8th of June 1945 shows James being mentioned in dispatches and the London Gazette promulgated on the 20th of July 1945 that James had been awarded the Distinguished Service Order. The citation reads, this officer has served in both the European and the Far Eastern theatres of war, during his first tour of duty he attacked many of the most heavily defended targets in Germany. Now on his second tour of operational duty, he has taken part in many sorties against targets in Burma and on numerous supply dropping operations. Many of these missions have involved flying over difficult terrain in adverse weather. Wing Commander Sindall has at all times displayed outstanding organising ability and great devotion to duty. He has lead his squadron on many low level daylight attacks against the enemy’s lines of communications and rolling stop and has always pressed on these attacks with skill, courage and determination. By alongside the [unclear] of the DSO at the end of the war my father now wore in order a 39-45 star, the aircrew Europe star, the Burma star with rosette depict his entitlement to the Pacific star, the defence medal, the war medal 1939-45 with oak leaves to depict his being mentioned in dispatches, later on, much later on I, his son, was able to add the Bomber Command clasp to his 1939-45 star, and a photograph of my father after he returned from Southeast Asia, shows him wearing a wound stripe, a vertical bar above the right rank on the left seam of his number one dress. That’s the only record I have of his wearing band. He then served on the staff of the Air Ministry in Whitehall from the 15th of July 1945 until the 23rd of June 1947 in the post of bomb ops, bomb operations 1. War against Japan ended on the 14th of August 1945. CB: It was really good, thank you very much. TS: I cut back on a lot of. CB: Now of course, while you were away, you with your mother were staying in England, what were your, you were very young at the time, but what were your recollections of the happenings of the time? TS: I have only one very clear image in mind, bearing in mind I was about three years old, and that was because we were living alongside Southend-on-Sea, we were in the firing line for many of the doodlebugs that came over and also there were many comings and goings of aircraft. I have one clear image and that was from within the iron cage that my mother and I slept in every night on rugs underneath the kitchen table. My mother going to the French windows, pulling back the curtains and looking out and beyond her silhouette I saw lots of lights which were most probably anti-aircraft gunfire and searchlights and maybe some explosions, that was my only memory of activities in the war. But we were not alone, we were accompanied all this time by Remus, a cocker spaniel, he’d entered our family about two years or so before the start of the war and he lived for a good length after it but Remus was the first early warning system we had of the approaching enemy bombers. I don’t know the reason why but I put it down to the fact that the engines that powered the German bombers made a different sound to those of our aircraft and then Remus associated that sound with the discomforting bangs and explosions and flashes in the sky and therefore used that as the early warning for us. One other remembrance I have and I suspect it was on V, Victory in Europe day, when my mother and I went down to the seafront [unclear] and there were a line of American army trucks and they were all in a very high and happy mood and one thing we were able to do was to make a voice recording on a little, tiny disc and I think I sang a song or recited a poem but that no longer exists unfortunately but that just reminds me of the euphoria that existed at this moment as people were so pleased that in Europe the war had ended. CB: Brilliant. Thank you very much. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Timothy Sindall Creator An entity primarily responsible for making the resource Chris Brockbank Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-08-01 Rights Information about rights held in and over the resource 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. Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context ASindallTH170801 Conforms To An established standard to which the described resource conforms. Pending review Pending revision of OH transcription Format The file format, physical medium, or dimensions of the resource 01:41:46 audio recording Language A language of the resource eng Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Second generation Description An account of the resource Timothy Sindall is the son of James Herbert Sindall DSO, whose career as a pilot in the Royal Air Force started in the mid-1930s. Following the discovery of all of James' logbooks, personal letters and newspaper cuttings, Timothy has put together a biographical account of his father’s career. The logbooks have provided a detailed account of aircraft and sorties flown. Letters to family give detailed accounts of various incidents, including one where James was forced to crash in Norfolk and another where he faced a court martial. A letter from a former prisoner of war, who worked on the Burma railway, describes how morale amongst prisoners was raised when operations against the Japanese reached them. His first logbooks commence with him being a civilian and then joining the Royal Air Force, qualifying as a pilot in 1936. At the outbreak of the war, he was posted to the Central Flying School to train new recruits. In 1941, he was posted onto Wellingtons at 115 Squadron at RAF Marham and then in 1942 he was sent to Air Headquarter in India. Much of 1943 was lost when James contacted malaria. 1944 saw a return to operations, when he was posted onto B-24s of 215 Squadron. Bombing operations throughout South East Asia were then carried out. Post war, James served in the Air Ministry. Spatial Coverage Spatial characteristics of the resource. Burma France Great Britain India Bangladesh--Jessore District England--Norfolk France--Brest Bangladesh Burma-Siam Railroad Thailand--Kanchanaburi Thailand Temporal Coverage Temporal characteristics of the resource. 1936 1941 1942 1943 1944 Contributor An entity responsible for making contributions to the resource Ian Whapplington Peter Schulze Maureen Clarke 115 Squadron 12 OTU 215 Squadron aircrew B-24 crash Gneisenau Hurricane military discipline Operational Training Unit pilot Prinz Eugen prisoner of war RAF Benson RAF Henlow RAF Marham training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/1023/11394/AMatherR171229.mp3 ed4181335c0bd7c49d58457351627ba9 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Mather, Ronald R Mather Description An account of the resource Six items. An oral history interview with Warrant Officer Ron Mather (1817930 Royal Air Force), and five photographs. He flew operations as a wireless operator with 49 Squadron. The collection has been loaned to the IBCC Digital Archive for digitisation by Ron Mather and Darren Middleton and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-12-29 Rights Information about rights held in and over the resource 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. Identifier An unambiguous reference to the resource within a given context Mather, R Access Rights Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies. Permission granted for commercial projects Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document CB: My name is Chris Brockbank and today is the 29th of December 2017 and we’re in Nottingham talking to Ron Mather who was a signaller about his life and times. So, Ron what’s the earliest recollections you have of your life? RM: I went to Radford Boulevard Junior School and we had quite a few, it was a good school and it was a very good educational school. And I went from there to Forster Street and then from Forster Street my mother and father moved to Aspley. And I went from there to William Crane School. I passed my eleven plus and I could have gone to Secondary School but my mother said no. From there I went to [pause] when I left school at fourteen I went to a pawnbroker and I was a couple of years as a pawnbroker’s assistant and I used to write about a thousand pledges on a Monday with people coming in from the Windmill Road which was a poor selection, section of Nottingham and it ruined my handwriting I’ve no doubt [laughs] And then from there my mother got me a job at the butcher’s shop opposite where we lived in Aspley and I stayed there as a butcher until I volunteered for the RAF. CB: What did your father do as a job? RM: He was a baker. CB: So why — RM: A good baker. CB: Why — RM: One of the best in Nottingham. CB: Right. So why didn’t you go into his business? RM: Because my mother got me a job. In them days your mother, your mother told you what you was doing. And it was rather convenient because I was here and the butcher’s shop was just across the road. So as I say I stayed there until I volunteered for the RAF. CB: So, what prompted you to volunteer for the RAF? RM: I volunteered for the RAF because my brother volunteered for the RAF and he became a wireless operator air gunner. And unfortunately, he was killed after, on his second op. CB: So what was he like? RM: Took some, he was brilliant. He was very very very clever. When he left school he went to work at Pickford’s and they made him the manager after he’d only been there for four months. CB: And he was — RM: So that was the sort of thing I had to, I’m not saying that I am not intelligent because I am reasonably intelligent but nothing like he was. And then of course I joined the RAF at eighteen in April the 5th 1943. CB: Ok. And where was that? RM: I joined at St Johns Wood in London. CB: And what happened when you were there? What did you do? RM: Well, it was just a reception area and from there I went to ITW for training. Military training and discipline. Learning the discipline and then from there I went to Radio School in Yatesbury in Wiltshire. CB: So what sort of things did you do in your initial training? RM: Morse Code. Fortunately, I was very good at Morse Code and I could do up to thirty words a minute. So I thought that when I was, when I left the RAF I was going to take that as a job but I didn’t. I went as a baker. CB: Ok. RM: So I got to work with my father [laughs] CB: Yeah. RM: When I left the RAF. CB: Secure job. RM: Yeah. I went to, he was canteen manager at Chilwell COD and he worked the canteen. He was in charge of the canteen. So I became the baker. CB: Right. RM: And I went to radio, to the school, the University at Nottingham and got my City and Guilds in Food Technology. CB: Right. RM: And became a manager. CB: Right. RM: Later on. CB: So back to your early days in the RAF. RM: Yeah. CB: You did your initial training at ITW. RM: Yes. And then — CB: And you did Morse Code there. What other things would you have to do? RM: Well, it was more or less discipline than anything and keep getting you fit. It’s teaching you discipline and fitness which I was pretty, well because I played football [laughs] so I was pretty fit anyway and of course I wanted to be as good as my brother which I suppose I succeeded in the end. Better than him because I managed to survive. CB: What influence do you think your brother had on you? RM: Pardon? CB: What influence did your brother have on you? RM: He had a hell of an influence. I wanted to be him. He was very, as I said he was very clever so I wanted to be clever. I wasn’t. I was nowhere near as clever as him but I wanted to be like him. Yeah. So of course, when he got killed, when he went in the RAF I volunteered and I was lucky enough to get in the RAF because they wanted them at that time, aircrew at that time because that’s when they really started to build up the Bomber Command. CB: So what, when was he killed on his second op? When was that? RM: Just a minute. [pause] CB: I’ll just pause for a mo. [recording paused] RM: Same as — CB: I think I think an interesting point if I may just go back to it is this. You said that both your brother and you — RM: Yeah. CB: Passed the eleven plus. RM: Yeah. CB: But your mother didn’t want you to go on to further — RM: No. No. We didn’t go to either. CB: The next level of education. Why was that? RM: Because she wanted the money. She was a, she was like that I’m afraid. Very much so. CB: So how did your brother and you feel about not going on to the next level of education? RM: Not very happy actually. Especially him. But then again he went to Pickford’s and within a month — CB: This is the removals people. RM: Yeah, it’s a removals firm. They realised how clever he was and they made him a manager at about he must have been only about sixteen. CB: Yeah. Right. RM: I wasn’t as lucky [laughs] I was a butcher. But nevertheless I went to and got City and Guilds in Food Technology. CB: Later on. RM: And art as well. CB: Yeah. So just exploring the family situation here your father was a baker. RM: Correct. CB: He had his own business from baking? RM: No. No. CB: He worked for other people. RM: He worked, he went as in charge of the bakery at the COD Chilwell. CB: Yeah. RM: And then when I came out the RAF the firm wanted to send me out of Nottingham as a baker. CB: Yes. RM: So my dad turned around to me and he said, ‘You come and work for me. With me in Chilwell COD.’ So I went and I worked seven and half years in Chilwell COD and while I was there as I say I went to Technical College and Art College and got my degrees. CB: Yeah. RM: And then I became manager of the firms. CB: And what did COD stand for? Ordnance depot was it? RM: Yes. Ordnance. Civilian Ordnance Depot. CB: Ordnance Depot. Right. So the family house. What was that? Was it detached? RM: Similar to this. CB: In a terrace or — RM: No. Similar to this. CB: Similar to this. Semi-detached. RM: Yes. It was, it’s just up the road. Not far up the road. CB: Right. RM: It was a similar house to that. CB: To the ones over there. RM: You see that. CB: With tile hung on the walls. RM: Yeah. It’s like this, yeah. CB: What, what sort of facilities did you have in the house? RM: Everything. CB: Except? RM: Everything. CB: Was the toilet in the house or in the garden? RM: Oh yeah. Oh yeah. CB: It was. RM: We had everything there. CB: So you had everything there. RM: Don’t forget now we’re talking about 1946. CB: I’m talking about, I’m talking about when you were at school. RM: When I was at school we lived in a terrace house and the toilet was outside. And it was the gasman cometh. And as I said we had the radio on the floor and the family that lived just near the bottom of us was Sillitoe. The writer. And as I say I went to Radford Boulevard. Then I went to [unclear] Street then from there I went up to this one. CB: To the one at the top of the road. RM: Right. CB: You said the radio was on the floor. RM: In the basin. CB: Yes. So why was that? RM: Because it was 1924. CB: Right. RM: There weren’t such a thing as radios then. This [laughs] this was a radio with a — CB: Sort of — RM: What do you call it? A battery. CB: A crystal set. RM: Yeah. Yeah. CB: And the effect of putting it in a steel basin was to amplify the sound. RM: Yeah. And we sat around it. CB: Right. RM: That was the way it went. CB: Yeah. RM: Not for long of course because then of course the old-fashioned wireless came out. CB: Ok. So that’s really useful for background. Thank you very much. We’ve talked about you joining the RAF. You went to the Radio School at Yatesbury. RM: Yeah. CB: What did you, what was the training at Yatesbury? What did it comprise? RM: Well, they taught us the Morse Code. Taught us to operate that thing. CB: Which is a radio. RM: The 1155. CB: Radio. Yes. RM: And the 1154 which was a transmitter. And discipline of course to a certain extent. Not a lot. It was, it was quite good as well. I really enjoyed Radio School. CB: What were the other people like who were with you? RM: Very good. They were all, we were all mates. Of course, when I passed out at Radio School I became a sergeant then. CB: While you were training you were what rank? RM: Cadet. I just had that. Same as that photograph of Reg. CB: Yes. RM: With a white — CB: So a forage cap with a white flash. RM: I had a forage cap with a white thing in it that showed that I was trainee aircrew. CB: Yeah. RM: Yeah. It was marvellous when I went to the Palais de Dance. I could get some women I’ll tell you. Being a short ass it didn’t help matters but being aircrew in Nottingham it was something because they had Syerston and we had an awful lot of airmen come in to Nottingham in the 1940s. CB: So what, the code for short ass — RM: Yeah. CB: Means vertically challenged. RM: [laughs] Yeah. Yeah. CB: In other words you were shorter than some people. RM: Five foot one I was when I went into the RAF. CB: Yeah. RM: Five foot one. And I’ve got a grandson that’s six foot five. How does that happen? CB: Obviously been fed well in his early years. So, at the Radio School then what sort of opportunities were they telling you you would have next? So you were being trained as aircrew. RM: We were being trained by Morse Code and how to signal, how to take signals, how to transmit, how to receive and how to look after, to a certain extent the 1155 and the 1154. CB: We’ve got one of those in the room with us. That’s why we raised it. RM: I know you have. I saw it. It’s in the [toilet]. Yeah. CB: Just for the tape. This is the early days of radar so to what extent did you touch on that? H2S I’m thinking of particularly. RM: We, I’m just trying to think when we started Monica. That didn’t come ‘til later. CB: So Monica is a tail warning radar receiver. RM: Yeah. That’s right. And that was at OTU. CB: Right. RM: So we didn’t get that at Yatesbury because it wasn’t even invented. CB: No. So you come to the end of the course at Yatesbury which was how long roughly? RM: Well [pause] I joined in April the 5th. I went to what’s the name and then I went there so it must be about six months I would say. CB: Yeah. And what was the passing out parade like? RM: We didn’t have one. It was Christmas. We never had a passing out parade. But we did get the brevet. CB: So who put the brevet on? RM: And now we were the first ones to have the S brevet because normally all they had was the sparks on here and an AG badge. CB: Yes. RM: But I didn’t take firing a — CB: You didn’t do gunnery at all. RM: I didn’t do gunnery at all. CB: No. RM: Because they’d started this radar system. CB: And it — RM: And they knew we was going to come in to that and have to operate the radar system [unclear] CB: They expanded the syllabus. RM: Yeah. Yeah. CB: They expanded the syllabus to take on these other items. RM: Yeah. Yeah. CB: Right. Ok. So how did, how did your course end in terms of putting the brevet on to your tunic? Was there any formalised putting that on or — RM: No. CB: You sewed it on yourself. RM: I came in. We came back from a meal and it was underneath. You know how you used to have your blankets? CB: Yeah. RM: All set out. CB: Yeah. Yeah. RM: Then your hat. My brevet was underneath my hat. That’s how I got it. CB: Right. RM: Because of course it was Boxing, it was Christmas Day. CB: Just coming up. Yeah. RM: Yeah. So they were more bothered about Christmas than that. CB: Of course. What about your sergeant’s stripes? Were they also there? RM: That was there. They were with it. CB: In the pile as well. RM: That’s it. That’s how I got. I didn’t get presented. CB: Right. RM: We didn’t have a passing out parade. CB: No. RM: No. CB: And at what stage did you know your posting? Did they tell you there or did they get it later? RM: No. No. They said I could go on four weeks leave [pause] on a fortnights leave, I beg your pardon and we would be notified as to where I was going. CB: Yeah. RM: And then we got notification that I was going to Bishops Court in Northern Ireland and that I had to make my way up to Lossiemouth in Scotland. And you can imagine a eighteen and a half year old man going up there on his own. Somewhere he’d never even been and my, let’s put it this way. My travels were limited. I went to Skegness perhaps once or twice. So it was quite, and then to go across to Ireland and then getting in Ireland and then going to Bishops Court where I hadn’t even got a clue where it was. But it, was an education. CB: What did you mean about Lossiemouth because that’s in Scotland so how did you come to go there? RM: Well, we had to. I had to go up to Lossiemouth in Scotland. CB: First. RM: Go over to Belfast on the ferry. And then from the ferry at Belfast go to Bishops Court. CB: Ok. I think, ok, we need to clarify the geography on that. Yeah. Right. Ok. So Bishops Court. What were you doing there? It’s an OTU. RM: That’s when we started flying. CB: Yeah. RM: And in Proctors I think. CB: Oh right. How did you feel? RM: Eh? CB: How did you feel about that? RM: Marvellous. I did. Thought it was marvellous. But then there’s only one trouble is that at that time there was trouble with the, the Irish factions. CB: Yeah. The IRA. RM: The IRA. CB: Yeah. RM: So there was places we couldn’t go in. CB: Right. RM: Because if you went in there we’d get beat up. CB: Yeah. RM: Because there was, and that’s how it was at that time. CB: So what was the nearest big town to Bishops Court? RM: Oh, God. What was it? CB: Was it up by Londonderry? RM: Oh dear. I don’t, I can’t remember the name. CB: Ok. RM: But we used to go in the pub and I had, my mate was six foot two so he’d go in first. And the bar was long like that. RAF, ordinary Irish and IRA. This is true. And before the night was finished one lot was fighting the other. Sometimes it was the IRA and the RAF or sometimes it was the IRA and their own people but that’s how it was in them days believe it or not. CB: And you kept going back because you liked the action. RM: Oh of course. He used to carry me on his shoulders [laughs] He was a Scotsman. MacMillan his name was. CB: Macmillan. Yeah. RM: As I say he was about six foot two he was, and I was five foot one don’t forget [laughs] And then we went from there to, when I was at Bishops Court we was flying over the Atlantic. No. Over the Irish Sea. We were in a Proctor which is a smaller, a real small — CB: A single engine. Yeah. Gipsy engine. RM: And all of a sudden we had anti-aircraft fire all around us and we looked down and there was the Queen Mary and we was getting too near it so they fired at us. Yeah. When you come to think of it it’s, you can understand why because I mean they didn’t have anything did they? CB: No. RM: They had a couple of guns on one end of it. CB: Yeah. Well, it relied on speed. RM: Yeah. CB: Yeah. RM: And that’s if you got too near. They didn’t aim at you. CB: Right. RM: But they did fire at, fire and let you know you’re too close. CB: The shells were bursting. RM: But of course, there would be thousand of troops in that. In the Queen Mary. CB: Right. So Bishops Court was flying these small Proctors. RM: Smaller aircraft. Yeah. CB: And from there —? RM: We went to Husbands Bosworth. CB: Yeah. RM: In Warwickshire. And there we went in to the Blenheims. CB: Right. RM: No. Anson. CB: Right. RM: Ansons. Not Blenheims. Ansons. Two. Two engines. CB: Small. Yeah. RM: From there we learned to send signals. CB: Yeah. RM: And receive signals. CB: Yeah. RM: Then you had to pass out there. I managed to pass out first there. CB: Right. So did they have, did you go to a bigger aircraft there or did you have to move somewhere else? RM: As I say went to a two engine Anson. CB: No. No. From the Anson. RM: From the Anson we went to — CB: Did you go to Wellingtons there or did you go to somewhere else? RM: No. We went to Wellingtons. CB: Yes. Was it on that? RM: Husbands Bosworth. CB: It was at the same place. RM: No. It was a subsidiary of Husbands Bosworth. CB: Right. RM: You know. There was two. CB: Yeah. RM: And then we went on to Wellingtons where we got straight into the 1154 and the 1155. CB: Yeah. RM: And then from the Wellingtons we went to Newark to go on to the Stirling. CB: To Winthorpe. RM: And then from Stirlings we went to Number 5 Radio School at Syerston to go from Stirlings to the Lancaster. CB: Yes. On the Lancaster Finishing School. RM: It was — CB: How did you feel about that? RM: Fantastic. It was marvellous. It was. It was. I went, I can always remember the first time when they had these air shows. The starting of the air shows. So I went. I was probably fifty at the time and I thought God how big that is and yet I hadn’t thought it was big when I was flying in it. CB: Yeah. Years later you’re talking about. RM: Yeah. Yeah. CB: So from the Lancaster Finishing School at Syerston. RM: We went to a place. To Scampton — CB: Right. RM: For a fortnight while we was designated our squadrons. CB: Yeah. RM: And then it was either 44 Squadron which was a Rhodesian squadron or 49 Squadron which was the one I went to at a place called, was it Snitterfield? CB: Right. RM: I can’t remember. Then we went there and within two days we was on ops. CB: So going back to Winthorpe, sorry to Husbands Bosworth you’re then crewing up. So you’ve done your specialist training in the smaller planes. RM: Oh yes. CB: The Anson. RM: I beg your pardon. At Husbands Bosworth we crewed up. CB: Right. RM: Right. CB: So how did that work? RM: This fella, I was operating a set, you know and this fella walks in. He said, ‘Would you like to belong to my crew?’ So I said, ‘Yes.’ ‘Righto. Ok.’ And that’s how, that’s how it happened. And then later on of course we met the whole crew. CB: So he was the pilot was he? The captain. RM: Yeah. CB: Who came in. RM: Yes. He was the pilot. Yeah. CB: Yeah. RM: Willie. Willie. CB: Yeah. Right. So he, Willie Williams, yeah he had — RM: Jay. Jay. His name. His name must have been John I think but we called him Willie. Everybody called him Willie. So — CB: And he was a flight lieutenant at that time. RM: He was. Yeah. CB: So he’d already been around a bit. RM: No. I think — CB: Was he? RM: No. He was, he was a flying officer. CB: Right. RM: He got his flight lieutenant when we was actually on the squadron at Fiskerton. CB: Right. Ok. At Fiskerton. RM: Yeah. CB: Right. RM: That’s where we started our ops. Fiskerton. CB: Yeah. RM: And from Fiskerton we went to Fulbeck. And then from Fulbeck we went to Syerston and I finished my tour at Syerston. CB: Ok. So what did you do after your tour ended? RM: They said, right, I went to a place near Stratford upon Avon as the station warrant officer which was the absolute it was, it was nothing because it’s only a little one. It was all German prisoners of war and things like that. So that’s what I was looking after. And I stayed there until I left. CB: When? When were you demobbed? RM: December. Everything [laughs] everything finished up in December. CB: Fantastic. RM: Yeah. CB: ‘45 or ’46? RM: December ’45. And I got three months leave. CB: But it was your demob. RM: That was my demob. I did sign on. I thought about signing on actually because they said that we’d be able to continue flying. But they’d got too many so I didn’t get it. CB: Oh. You applied but they didn’t select you. RM: Oh yeah. Yeah. CB: Yeah. RM: I didn’t get it because there was too many lordships around and there was, that was definitely a fact. That if you were an ordinary person the officers got preference. CB: Yeah. RM: Naturally. Because that was the RAF in the old days wasn’t it? And I suppose it still is now. I don’t know. CB: So you were the SWO at the prisoner of war camp. Just to explain that. RM: Yeah. CB: SWO is the Station Warrant Officer. RM: Station warrant officer. Yeah. CB: At what point had you been appointed to warrant officer? RM: Every year I got higher. CB: Yeah. It was a staged process. RM: It was a staged process. I went from sergeant. And then sergeant to flight sergeant. And then from flight sergeant to warrant officer. CB: Right. RM: And then while I was at [pause] SWO. CB: Yeah. At Stratford upon Avon. RM: I became a sergeant. They demoted me to sergeant and I finished up as a sergeant. CB: Because it was — RM: That was the way they did it. CB: In practise as far as they were concerned you were acting warrant officer. RM: Yeah. Yeah. CB: But you were working — RM: I went from station warrant officer to looking after these POWs. CB: Yeah. RM: That’s when I was demobbed. CB: Demoted. Yeah. RM: Demoted. CB: Yeah. RM: Because they said I couldn’t have that authority. No. CB: Was this prison, a German prisoner of war camp, or a prisoner of war camp of Germans on an airfield or was it somewhere separate from that? RM: Oh yeah. It was on an airfield. Yeah. CB: At Marston was it? Or — RM: No. I can’t remember what it was called. I know it was about four miles outside Stratford on Avon. CB: Ok. Well, we’ll come to it. RM: Because we used to go to Stratford a lot. CB: Yeah. Ok. So, let’s go back to your operations. RM: Yeah. CB: So, your first operation. Where, what was that? Was that an exciting experience? RM: My first one was Handorf. Handorf. And then I know where the second one was because it was a place called Karlsruhe which was in right the north. In Norway I think it was. Karlsruhe, it was. CB: In Germany. RM: Yeah. It’s in Germany but right at the top. CB: Yeah. RM: And the battlefield, the German battlefield. CB: Battleships. RM: The ships were there so we went and bombed it. CB: That was Kiel wasn’t it? RM: No. Karlsruhe. CB: Yes, but — RM: Then we went, my next one was Kaiser, no Kaiserslautern. That was up north of Germany as well. We got picked out because it was a good crew. And then from there I went to Düren. Then Gravenhorst. The Urft Dam. That was after the, it was a similar sort of thing as the Dambusters. CB: Yeah. RM: [laughs] things. It didn’t get the publicity of that, of course. CB: No. RM: And then I went to Munich. That was nine hours. CB: What was Munich like? RM: We went three times to Munich. It was one hell of a long trip and coming back from one, and this is true I phoned the skipper up. I said, ‘Skipper, where are we?’ He said, ‘We’re just over the Alps.’ I said, ‘Well, I’ve just seen someone walk past my turret.’ And I swear to this day that I saw somebody walk by my, I do really. CB: Whereabouts? RM: In the Alps. We were flying over the Alps. CB: No, yeah but where were they walking? RM: They just walked past the window. CB: Right. RM: So that was fanciful I suppose. And that was Munich. Gravenhorst. I went there again. I think I only went to the what’s the name where all the things were. What did they used to call it? Where all the munitions and that was made. The area. CB: What? The Ruhr? RM: Yeah. CB: The Ruhr. RM: I only went to the Ruhr about, I went to [Gardena] CB: In Italy. RM: Yeah. Yeah. That was in Italy. They were all nine hour trips, you know. CB: So, going. Taking the Italian trips did you do Spezia as well? RM: Pardon? CB: Did you do Spezia? Spezia or, anyway going to Italy. RM: Yeah. CB: You had to fly through the Alps did you? RM: Yeah. CB: So what was — RM: We went over — CB: What was that like? RM: We went over Switzerland. CB: Yes. Oh, you did. RM: It was tiring. I can tell you that. And I went to Karlsruhe again. Ladbergen. That was in the Ruhr again isn’t it? Yeah. And then the one. CB: Yeah. RM: Dresden. CB: Go on. RM: I went to Dresden. I have never seen [pause] we went to a place called Rositz the day after which was an oil refinery a hundred miles from Dresden and we could see the flames of Dresden a hundred miles away. We were told to drop the bombs indiscriminately. Well, that’s where I, that’s what the bomb aimer said. So that’s what we did, CB: As a crew when you were on the Dresden raid how did you actually handle that yourselves? What did you think about it on that day? RM: Not very much. Not a lot. It’s a thousand bomber raid don’t forget. So you’d got aircraft all over and you could see some of them being hit and all you could see was the aeroplane just exploding in a ball of flame. CB: Right. RM: And that was nine people gone. Or seven people gone. So we made our run and then my skipper [pause] went down to five hundred feet and went down so low he said because people, fighters couldn’t follow us down there. So he knew what he was doing. He was a clever man. A clever man. We got, we got attacked three times. We got shot at three times but we were lucky. We thought we had a direct hit on one but you couldn’t, you couldn’t tell really. But the next one, not Berlin, I beg your pardon. Lutzendorf. Where is it? Where’s [pause]. Berlin. No. Where is it? Oh, it must be the last one. When they crossed the Rhine we bombed the German on the other side. And as we were going around to settle up all of a sudden de de de and the bullets, I’m glad I was only five foot because the bullets went all the way across. CB: Through the fuselage. RM: One of the chaps was testing his guns. He didn’t test them. He bloody well fired them and it went straight across my head and just missed my head. So that’s why I consider I’m a lucky person. CB: So are you talking about somebody else’s gunner or your gunner? RM: No. Somebody else’s gunner. CB: Yeah. RM: Checking his guns. But where was I? Wesel. Wesel. CB: Ok. RM: That was where that was. Wessel. Mid-upper gunner [unclear] [laughs] So we must have had a what’s the name because of course he finished his tour early. CB: What do you mean happened? RM: Pardon? CB: What do you mean? Must have had a what? RM: Well, he only did about twenty with us. CB: And then he left. RM: Yeah. CB: So are we talking about LMF? RM: Oh no. No. No. No. No [pause] No. No. CB: What did you mean then about the mid-upper gunner? RM: I think you did thirty the first one and twenty the second one. I’m not sure. CB: Oh right. So he came to the end of his tour. RM: Yeah. Yeah. CB: Right. RM: And he disappeared. So I got a phone call from my mum. She said, ‘Do you know Crawshaw is here?’ And he come and stopped at our house for a month. He was like that. He was really. [unclear] CB: He’d run out of women had he? RM: Oh boy, did he have some women. [pause] That’s funny. CB: Ron’s looking through the squadron record for these ops. What was your last op then? RM: The 4th of May. Now that’s, that’s wrong because what’s the name as I said we was just coming back from a training flight and Mr Williams nearly hit the bank so they stopped him and I went. And a Mr Philipson Stow [talking to someone outside room] and we went to a crew called Philipson Stow and I’m sure I took a couple or three with him. CB: Three ops with them. RM: Yeah. But it was only just going across and bombing German troops. CB: Right. RM: That was all. CB: So what are we talking about. This was early ’45 was it? RM: Yeah. Early ’45. CB: Right. And daylight or in the dark? RM: Both. CB: Right. We’ll just pause there for a mo. [recording paused] Other: Did you get on with him? RM: He was good looking and knew it but he could just go and see a woman and he’d be with her. CB: This is Crawshaw. RM: Yeah. CB: A lothario you’d say. RM: A real lothario. Yeah. Other: He had plenty of that. RM: Yeah. Different to me [laughs] CB: Yeah [laughs] Yeah. So how did the other crew feel about that? RM: Oh. CB: Envious? RM: Let’s put it this way. The officers were the officers and the sergeants were the sergeants. My mid-upper — CB: What, your rear gunner? Anderson. RM: I’m just trying to, the bomb aimer. CB: Oh yes. RM: Came as a sergeant. CB: Bert Crowther. RM: He got offered his commission. CB: Right. RM: So he went with, the navigator was a flying officer and so the officers were the officers. We didn’t mix. CB: Not even socially. RM: No. CB: At all. RM: No. No. CB: So what was your main entertainment when you were off duty? RM: Women [laughs] CB: On the airfield? RM: Well, we just did the normal things that we did. You know what I mean is the sergeants were altogether. CB: In the sergeant’s mess. RM: Yeah. In the sergeant’s mess. And we used to have. When I come to think of it I don’t drink now. We used to have a five star special which was whisky, rum and three more shorts all together. CB: In a pint glass. RM: And the beer was Dublin. What was it called? Guinness. CB: Guinness. Right. RM: So we had that and a Guinness and we’d have about five of them. Well, who knows what tomorrow was bringing? We didn’t, we never knew whether we was going back did we? And we had some nice girlfriends as well [laughs] But we had a hell of a life. I had a good life in the RAF. Yeah. CB: What I was looking for was where the socialising took place because it was limited on the airfield. RM: Yeah. CB: So did you — RM: No. Didn’t. CB: Did they have dances at all on the airfield? RM: Oh, we had dances. CB: But not drinking. RM: In the sergeant’s mess and the officer’s mess. We didn’t mix. CB: Right. RM: The officers didn’t mix. CB: So — RM: We, when we got in the crew, when we got together we was one. Soon as we got in that aircraft we were one. The whole lot. When they left the air force, the aircraft we had our own lives. My skipper as I say owned a whisky distillery in Southern Ireland and he’d got a ruddy great car and he had his girlfriend come from Ireland and stop in Newark. So all he was bothered about was whipping off in his car and that. I had a motorbike. I remember that. But that was the way it was. But we had a good life. I think so. I had, I had a magnificent time in the RAF. CB: And going out to the local pubs was there enough beer there or did they run out sometimes? RM: I only drank in the sergeant’s mess. When we went out all I had was a couple of pints. That was all. But when we were in the sergeant’s mess because we knew they could stagger back across into our billet which were just across the parade ground. Yes. I did have a wonderful time really. I got hit in the back of the head with a flare from a verey pistol. CB: When? Oh, on a night out. RM: In Syerston. Yeah. I was walking to the sergeant’s mess and this chap fired this. Fired it and it hit me on the back of the head. CB: No lasting damage. RM: I don’t know [laughs]. My wife said yes there was lasting damage. CB: Made your head rattle didn’t it? RM: Oh yes. It did. It did. Yes. I had a good life really. I did really. CB: So going to the operations. RM: Yeah. CB: Then you said Munich was really difficult going nine hours three times. RM: Yeah. Yeah. Because we had to go over the Alps and come back. CB: So you took the route over the Alps did you? RM: Over the Alps to the top of Italy and then come back. CB: Oh, did you really? RM: Yeah. Yeah. That was the worst one. CB: What was the most difficult? Why was it bad? RM: Then again they were only our squadron. It wasn’t like the others. Like Dresden and what’s the name because they were thousand bomber raids so you got the aircraft all around you there whereas when you went to Dresden err what’s the name? CB: Munich. RM: Munich. You was on your own. Just the squadron. CB: Right. RM: Yeah. CB: So flying through the mountains was that the most difficult? Is that what you meant was made them difficult? RM: Yeah. And the fact that it was so long. Don’t forget when you sit up there in a confined space for about, I think it was seven and a half hours or nine hours. Something like that. It might say it in there. How long it took. CB: Yeah. The Munich one is nine hours isn’t it? RM: Yeah. CB: Because of the distance. RM: Yeah. CB: And then you didn’t — RM: And all you do is just call the crew every so often to see. I had to call the crew to see whether they were alright. And then of course towards the latter end we had what was called [pause] fitted to the aircraft. CB: Monica? RM: Monica. CB: Or H2S? RM: H2S. We had H2S anyway. CB: Yeah. RM: And then we had Monica. CB: Right. RM: Halfway through our tour. CB: Yeah. RM: Where I directed the, I had a screen in front of me. CB: Right. RM: And I directed, and I directed the tail bomber. CB: Yeah. RM: As to where he was and I was telling him I’d looked at the screen and I told him where the fighter was. CB: So it wasn’t just showing there was a fighter behind. You could actually see. RM: Oh, I could see it from the — CB: Whether it left, right or up and down. RM: Yeah. And they were, and I guided. I guided the, but not the mid-upper turret. CB: No. RM: Curiously enough. CB: So, and did he engage those planes or did he ever shoot at them? RM: Oh yeah. CB: Yeah. RM: Yeah. Yes. Yes. CB: And how many did he shoot down? RM: Well, we think one. We think one definite. CB: Because it disappeared from your screen did it? RM: Yeah. Yeah. We think we hit, definitely but don’t forget my rear gunner was a pilot. CB: Oh, was he? And what had happened to him? RM: Nothing. They made the pilot, you know when Monica first came out they thought that rear gunners weren’t intelligent enough. This is the RAF. I mean, thought they weren’t intelligent so they took these twelve pilots and made them rear gunners. And my, my rear gunner was a pilot. So when the people saw him they’d said, ‘But you’ve got a pilot. What’s the pilot?’ I said, ‘That’s where we back the plane up.’ And they believed it. It’s true. It’s true. He was a short ass the same as me. CB: Yeah. How did he feel about being the rear gunner? RM: Pardon? CB: How did he feel as a pilot about having that role? RM: Aye, it was something we took for granted. Everything we did was for a purpose. CB: Yeah. RM: We had a, we had a good bonhomie if you understand for the crew. Everybody. As I say we called the skipper Willie. CB: Yeah. RM: Never — CB: Flight lieutenant — RM: Squadron leader. CB: Yeah. RM: As he became squadron leader. CB: Yeah. RM: And he became flight commander later on. But he was Willie to us and the other officers, the bomb aimer and I we were friends. He was there but of course when he first came on the crew he was a sergeant and then he got his commission while he was flying with us and we used to go out together. But the officers kept themselves to themselves in their amusement because of course we couldn’t go in the officer’s mess. We could go in the sergeant’s mess but — CB: So as a group of sergeants although there was flight sergeant and you became a warrant officer how did you feel about the crew from a social point of view working separately? RM: We didn’t consider it separate. What we, we had two lives. We had flying and we had leisure and they were two separate parts. Two separate items if you understand. We went our way and they went, as soon as we finished flying and that they went their way. That was the officer’s mess and we went to the sergeant’s mess. That was the way but there was, there was no disagreement. We never had an argument. We had a fantastic attitude. All of us. You know, we were really tremendous. But [laughs] as regards you were saying what we thought about the RAF I thought that the RAF was officers and airmen. There was just that was it. You were either an officer or you were an airman and they didn’t mix. We mixed in the plane because we weren’t officer and airman. We were skipper and wireless operator if you understand. That’s how we had a fantastic feeling in the crew. CB: And on the professional side you’re talking about then to what extent was there an interchangeability of skills in the aircraft? In other words could the bomb aimer fly the aeroplane? RM: Yes. And the, the bomb aimer and the engineer could fly the plane. They were the only two that had lessons if you like. CB: They’d had training on flying before. RM: They could take over the flying. CB: Right. RM: The rest of us, we couldn’t because we were lower crew. CB: And the navigator? RM: He didn’t. No. Because his job was getting us there and getting us back which he was very, he was brilliant at. The way he’d ask me. I used to take positionals. Tell him where we was as regards from the RAF, from the radio I’d get a fix as to where we were and that would confirm where he was on his maps. CB: Right. RM: Yes. Well as regards to doing our job in the aircraft we were different if you understand what I mean. CB: Completely different approach. Yeah. RM: Yeah. You did. CB: In your direction finding your position gaining position. What was the process of finding out the, making the fix? In other words this was — RM: I used to phone a certain number and I’d press my key and they’d take a direction finding on me and then tell me where we were and then I’d tell the what’s the name. And then I had that job and I also later on I had, this is why they made signallers because of the — CB: Monica. RM: Monica. CB: And H2S. RM: Yeah. Yeah, and I had that as well. CB: And did you operate the H2S or was that not used a lot? RM: No. That was — CB: The mapping radar effectively. RM: Yeah. I told them that. I informed this, the navigator exactly where we were and what but yeah. I did. CB: So when you said you phoned them up you would, how would you actually get the position because you’d normally have radio silence would you not? RM: It was radio silence over the, over the bomb. CB: Right. RM: When we was, you had radio silence as soon as you reached the target. CB: On the run in. RM: That was it. CB: The run in to the target. RM: Yeah. CB: Yeah. RM: But then again you see as soon as you come out the skipper had because he, he was a bugger. Straight down. I don’t know whether the others did. That was what they did. What we did. Straight down. And he’d be flying over rooftops more or less. CB: Yeah. RM: And then the fighters couldn’t see you because they couldn’t make an attack. CB: But you said on one occasion you had three attacks. RM: Oh yeah. Oh yes. We did. CB: How was, how did that help? RM: That was coming back. CB: Yes. RM: Going back we had to be in the bomber stream. CB: Yeah. RM: And you’d have what fifty or sixty fighters come and attack the bomber stream because we was all going together. I mean we’d have planes what fifty, fifty feet each side. CB: In the daylight. RM: Yeah. In daylight. Well, we did — CB: At night you had a bigger spacing wouldn’t you? RM: Quite a few daylight ops. CB: Yeah. RM: Yeah. But when we went to Munich and Dresden and the oil refineries and when we bombed the German battlefleet we bombed them. We got, the skipper got a DFC I think for getting a direct hit on the Prince Eugen. CB: Prinz Eugen. Prinz Eugen. RM: In Gdynia harbour. CB: Yeah. RM: But as I say the crew was the crew. When you went in to that aircraft you were, I was the wireless operator. CB: Right. RM: If you can understand what [pause] when we came out it was different again because we didn’t mix. CB: No. RM: Because he’d go to the officer’s mess and I’d go to the sergeant’s mess. And I suppose we had the same reaction with the ground crew. CB: So tell us about the ground crew. How did you liaise with them? RM: We had a fantastic ground crew. We had the same ground crew for the whole of our tour and Nobby Smith he was the man in charge and he was just the job. He was really. He knew what we wanted and he made sure that everything was right. We never went in that aircraft, never without it wasn’t perfect. CB: And who was the person or people who liaised with Nobby about after the flight and beforehand? RM: Well — CB: Would you all — RM: Before. Before the flight. CB: Yeah. RM: You’d go in to a room and you’d be told exactly where you were going. CB: Yeah. RM: And everything. And then when you came back you went in and you was interviewed by the personnel. CB: The intelligence officer. RM: Telling you, you know what had happened. You know, whether anything had happened at that. TCB: So each member of the crew would be debriefed. RM: Oh yes. CB: By the intelligence officer. RM: By yeah. Their own individual officer. CB: Yeah. RM: But you were told en masse where you were going. But when you came back you just went to your section commander. CB: So after the squadron briefing what did the individual crews do? RM: Went their way. We went for a good piss up or [laughs] CB: No. After the briefing, before take-off what was the procedure? RM: Oh, straight to, straight to your aircraft. CB: Right. But the — RM: Oh yes. CB: The navigator would have to draw in his information wouldn’t he? RM: Well, we went to our own. We had the big briefing. CB: Yeah. RM: Telling us. They showed us where we were going. CB: Yeah. RM: What was, what was happening. Whether it was a squadron raid or whether it was a thousand bomber or a two fifty. I hated thousand bomber raids. CB: Why? RM: It was too dangerous. CB: What? For collision? RM: There were some real stupid buggers they used to come right up over us and touch the wing some of them. I suppose I was frightened really. But as I say coming back we went our own way [laughs] straight down and he weren’t with the cruise or anything. He weren’t with the stream. He was a good man. CB: So you had the major briefing. Then you dispersed. RM: Yeah. CB: To your specialities. RM: Yes, to your specials and then — CB: From a signallers point of view what was the next briefing for you before going to the aircraft after the main briefing? Was it to do with radar? RM: No. CB: Signals or — RM: No. No. CB: What was your briefing before you went. RM: No. No. We’d already had that in the afternoon. CB: Right. RM: Then we went to the briefing. CB: Yeah. RM: And then we went to the aircraft. CB: Ok. So this chap, Nobby Smith. RM: Nobby Clark. CB: Nobby Clark. RM: I don’t know why all Clarks are Nobbies. CB: Yeah. RM: They are. CB: So he, would he be receiving effectively handing over the aircraft to the captain or to the navigator, to the engineer or what? RM: Well, we had a crew. I think [pause] I think there was four in our aircraft. CB: Well, there were seven crew. RM: We had the same. We went straight to the same place. CB: You had four ground crew. RM: Yeah. CB: Yeah. RM: We had about four or five ground crew and each one was, he’d come up and tell me. Especially when we went on the whatever you called it. Monica. CB: Yes. RM: He’d come in and just see whether it was operating. CB: Whether it was working alright. RM: Yeah. But no. Just walked in. Went in and took off. Come back. Went to bed and that was it. That was your life. CB: Did the crew have any rituals before getting on board? RM: No. CB: Like watering the — RM: No. No. CB: Stinging nettles. RM: No. Not really. We each one had a knife down there for protection which when you come to think of it is a load of crap really. CB: Did you carry a firearm? RM: We wouldn’t have been able to use it. We didn’t carry firearms. No. CB: No. RM: Then you, every so often you’d go for training. You’d go to these bloody great where every station had this what’s the name of water? What did you call them? For the firemen. CB: Oh yes. RM: You know. CB: Yeah. RM: And you’d go in there and jump in. CB: This was your dinghy drill was it? RM: Yeah. Dinghy drill. Yeah. CB: Yeah. RM: Yeah. We’d do that. CB: Then you had to dry it all out. RM: Hey? CB: Then you had to dry it out. RM: No. No. No. No. No. No. It was there permanent. CB: No, you [pause] for firefighters. RM: For the firefighters. CB: Yeah. RM: Yeah, but instead of going to the nearest park they always took us in there because they said the water in the ocean isn’t warmed [laughs] So we had to go in, do our saving kits, you know. CB: Life saving yeah. RM: Have a — CB: The dinghy drill. RM: Test as to how we were going on. CB: So you come to the end of the tour. RM: Yeah. CB: How many ops had you done at the end of the tour? RM: I think it was twenty nine or thirty one because I didn’t think we went when we was on OTU we went dropping leaflets in France and some people counted that as an op. I didn’t. So I would say I did twenty nine. A full tour. CB: After you left the RAF or the squadron, the crew disbanded. To what extent did you get together afterwards? RM: We didn’t. CB: Ever? RM: No. I [pause] I tell a lie. The bomb aimer, Bert Crann and I we went together for about three or four years contact with one another and we went on holiday to Brighton and the Isle of Wight together but he got married so, and I didn’t so I went to Ireland of course. CB: Never looked — RM: So that was that. CB: Never looked back. RM: No. No, I didn’t. CB: So you’ve no idea what happened to Crawshaw after his huge expenditure of energy — RM: Oh God, no. No. CB: On women. RM: He’s probably in jail [laughs] He had his own way of looking at life. CB: Yeah. RM: He if he wanted to do anything he did it. He says, ‘I might be dead tomorrow.’ But none of the other crew had that attitude curiously enough but he did. CB: One other thing we touched on earlier to what extent were you aware of the LMF system? Lacking moral fibre. RM: We had one or two. Especially when we got to the OTU with the, when we went on to Wellingtons. I don’t know. I wasn’t frightened. No. I was never frightened. CB: No. RM: No. Mind you lets get this to understand I haven’t a lot of personal feelings. If you understand what I mean. CB: Sure. RM: I’m odd altered to a certain extent and I was then. CB: Resilient. RM: It was probably that that taught me to be that way and my son is exactly the same. My daughter isn’t though. She takes after my wife. She can’t understand why I haven’t got feelings sort of business. CB: So you said you knew one or two. These were in other crews are they you’re talking about? RM: Yeah. Yeah. CB: Yeah. So what was the situation and what did they do about it? RM: Well, you had a feeling. You knew that they were frightened so you tried to buoy them up you know. Say, ‘Oh you’re alright. We’re coming back. You’ve been there haven’t you? You’ve come back. So there you go.’ Yeah. And they’d say to me, they’d turn around and say, ‘But Jim didn’t.’ So that was their attitude. They had different attitudes. You could, you can’t say really. I found that with my crew. They were all like me. Hadn’t got an awful lot of feelings. I don’t know whether I’m saying this wrong or not. I have got feelings of course but I’m not as [pause] the same as a lot of others. CB: No. RM: I look at a thing basically. CB: So all these other ones were any of them removed? RM: Oh yes. CB: As a result. They were — RM: Oh yes. You couldn’t afford to have people like that and you knew. Or I, you know, you knew instinctively they’re never going to make this and you did know because they were frightened. They just [pause] I never thought I was going to get killed. I knew I was always coming back. A load of bullshit really but still that was it. But then again you got some that, that my brother was the same. He was taciturn. The same as me. I don’t know. CB: We’ll just stop there for a mo. [recording paused] RM: Right. CB: Now we’re restarting. RM: It was too heavy. CB: Well — RM: Too big. I was only five foot one. CB: Yeah. RM: Don’t forget. When I went in the RAF. That’s two inches lower than I am now. I’m five foot three. CB: Right. RM: So — CB: You had a stretch. RM: Yeah. CB: We’re — RM: What [laughs] did you say? CB: We’re restarting because I had to change the batteries. RM: Yeah. Ok. CB: I’m not quite sure how far we’d got. RM: Yeah. CB: But if we could pick up on some of the things we talked about. RM: Yeah. CB: The first one is what rituals did the crew have before getting into the aircraft like the tail wheel. RM: Not really. I used to pee on the wheel. CB: Right. The tail wheel. RM: What did the others do? CB: I didn’t notice. They probably had their own idiosyncrasies. RM: Yeah. CB: But I didn’t notice them. The skipper. He wouldn’t. Everything had to be so with Willie. The only one thing is when he handed me the empty bloody bottle and I had to go down, walk down to the chute and drop, drop the empty bottle. So he’d drink the bottle whisky on a raid. RM: Would he really? CB: His own whisky. CB: That he, yes, his distillery. This is the Irish skipper. RM: Yeah. CB: What age was he? RM: Oh — CB: Old meaning twenty five. RM: Thirty. CB: Thirty. Oh right. RM: No. Don’t forget I was only eighteen. CB: Yes. Had he been in the RAF — RM: He had gone, no. Don’t forget he came from Southern Ireland. CB: Yes. RM: I don’t know how he got in the RAF I’m sure. But he came from Tullamore in Southern Ireland. I never did find out how he came to be — CB: Well, there were a lot of Southern Irish people. RM: A lot of Southern Irish. Yeah. Yeah. CB: In the British forces and regiments that were — RM: Yeah. CB: Made up of Southern Irish people. RM: He was taciturn. CB: Yeah. RM: Very quiet. Very. CB: But professional. RM: But professional. Oh, definitely professional. If he spoke to you he spoke to you as the skipper and you listened to what he said and you did what he said. I think probably that is why we were such a good crew because everybody was the same. If the, what’s the name was doing something that appertained to him so say the rear gunner was talking about what’s the name you listened to him. He was in charge and that’s, that’s how we were. And then of course when we get, ‘Have you seen your new air gunner?’ ‘No. Where is he?’ This little chap. He was about the same size as me. About five foot. He comes walking up the road. He’d got bloody — CB: Pilot’s wings. RM: Pilot’s wings on here. So that’s where we used to get a lot of fun out of saying this, ‘Oh, we’ve got a pilot both ends.’ Because if we want to go backwards he does it and they believed us. Believe it or not they believed us. CB: Going back to the rituals. RM: Yeah. CB: People have done all sorts of different things and some would have a lucky charm. RM: Oh yeah. They’d probably have their own rituals when they got to their areas but don’t forget you see they were up there. CB: Up at the front you mean. Yeah. So the wireless operator — RM: I was — CB: Your position. RM: I was about halfway down the boat. CB: Yeah. RM: Down the plane. CB: Yes. RM: In a little area with a what’s the name and two things there so I didn’t see what the majority of them were doing. CB: No. RM: I was similar to the rear gunner. The mid-upper gunner you know you’re isolated. CB: Yeah. RM: And all you have in contact is the headphones. The skipper was, ‘Righto, we’re ready.’ Or what’s the name or the navigator turning around, ‘Oh we’ve got, we’ve got to take a turn.’ So you knew that in the next minute the plane was going to turn right or left. So we did talk a lot on the, you weren’t supposed to really. CB: On the intercom. RM: No. But we did talk on the intercom. CB: In the event of fighter attack then what would the pilot do? RM: Well, the, all I did was just sit there because it was all to do with you kept quiet because you’d got the skipper talking to the rear gunner or the mid-upper gunner. He was in charge and that was it so I, and they did do a, ‘Corkscrew port. Go.’ And you know. CB: So the corkscrew manoeuvre was — RM: Yeah. Until later on when the Monica come on of course and I’d be telling. I’d be looking at the thing and telling the rear gunner — CB: The screen. RM: Where the opposing aircraft was coming. So that changed halfway through our tour really. CB: And did they procedures change when it became clear that the German night fighter could lock on to Monica? RM: Yeah. CB: So what happened then? RM: They still used it. And we, we had one what was called fish, fish — CB: Fishpond. RM: Fishpond. We had fishpond. That was it. A ruddy great thing on the bottom of that and that was to help the, I think it was to help the navigator because that sent signals down and told him where we were and that. But as I say all I was interested in was I did very little sending messages. CB: What was your role? As the signaller what was your, what was the regular task you had to do? RM: The majority was taking messages from headquarters. If they’d sent as I say all of a sudden there was a big load of fighters coming, they’d tell me and then I’d inform the skipper. That wasn’t until later on of course. Not, not in the early times because they hadn’t got that. CB: And when you were going on an op to what extent did you feel you needed to psyche yourself up and what did you do? RM: I didn’t do anything because as I say I was [pause] I hadn’t got a lot of emotion. CB: No. RM: If you understand what I mean? CB: But did you talk to yourself? RM: So [pause] No. I never talked to myself. No. I didn’t. No. I never did talk to myself. No. CB: And as you walked to your position — RM: No. CB: Did you — RM: I’d just go and when I got there just did the job that I was supposed to but I never did talk to myself. No. You said you kicked the box on the way. RM: Oh, you used to hit it. CB: Hit it on the way — RM: Yeah. CB: To the seat. RM: I don’t know why but as I was going up bang. And then you think to yourself what did I do that for? CB: Yeah. RM: You know. But it’s something I did. CB: Now when you were on the raids. On the ops, and you’re closing on the target then the aircraft is being steadied straight and level for the last — RM: Yeah. CB: So how did that work and how did you feel about that? RM: Well, I was here. That’s the window and there’s a window there. CB: Next to you. Yeah. RM: Yeah. And I looked out the window. I’d look out the window and see. I couldn’t see an awful lot [laughs] I could see the other planes. Especially when we were on a thousand bomber raid. You could see all these bloody planes and then you could see others being attacked. You could see that and think, ‘Oh, for Christ’s sake don’t come over here,’ sort of business, you’d say to yourself. I don’t know really. As I say I wasn’t very emotional. CB: But it’s slightly nerve wracking to have to do straight and level. RM: The worst part was coming home. Especially when you’d been to Dresden. Not Dresden. Munich. CB: Yeah. RM: And you were coming back over the Alps and you felt very lonely then because it was such a long time. So you’d done your target. Everything’s gone smashing. Well, you couldn’t come down so much. So he’d have to go with the flow and, but when you was coming home it was so lonely. And I think that was when the loneliness turned around and that’s when I said I saw that chap walking by my window. But I swear to this day I saw a man walk past my window. I swore to it. CB: Is he walking on air? Walking on the wing? RM: Yeah. CB: Or walking on the mountain? RM: Just walking. Just walked past. CB: Right. RM: So it must have been imagination of course. CB: Atmospherics. RM: Yeah. I don’t know what it was. CB: And thinking of atmospherics how did you deal with the temperatures? Because what is the temperatures at, you’re flying at what height? RM: It was normally twenty five, thirty. Thirty thousand. CB: And what was, what did it feel like in temperature? RM: Well, you got your flying suit and everything so I was never cold. Never cold. CB: What about the others? Did they feel the cold? RM: I don’t know [laughs] I didn’t ask them. CB: Were they — RM: That was the thing that never, we knew what the temperature were. We knew. We knew we were cold. CB: Well, it’s minus forty. RM: It wasn’t something that we talked, curiously enough there was very little talking. Very little talking. The skipper and the mid-upper gunner talked more than anybody because he could see. He could see more because he could see all the way around so they had more talk. All I had was talk with the navigator telling him whether, if he wanted a fix from somewhere. Apart from that I didn’t have any communication with the others. CB: Would you say you were quite busy on a flight? RM: Coming back, no. Coming back it was bloody, it was boring. That’s why I say coming back it was boring. Going it wasn’t because you’d got, they attacked us more going. Although I tell a lie there because we got attacked on our aerodrome when we were landing three times and we got shot at. Shot at when we were landing. CB: On the same occasion or different occasions you were shot at? RM: Three different times. CB: Yeah. RM: We got shot at. CB: And did they hit you? RM: Didn’t hit me [laughs] CB: No, did you get — RM: I don’t know. They did. They did hit the wings and things like that but we didn’t get anything serious. As I said the only serious thing was when that bod, when we were going to Wessel he was testing his guns and our own air gunner and it just went straight across. That was the only time that I got really [pause] That was the nearest time any bombs came to me err bullets came near to me. We didn’t get hit. The plane didn’t get hit at all. CB: It didn’t. Right. No. No. The rear gunner got very near hit. It went to the side of him. But apart from that we never got hit. Somebody was looking after us. CB: Yeah. RM: No. We never got hit. CB: So when you were returning from an op you come, you’re coming back and there are lots and lots of airfields. Literally hundreds of airfields. How did you find your own airfield? RM: I was stationed at Fiskerton. CB: In Lincolnshire. RM: Which had FIDO. CB: Right. RM: So we knew. You see sometimes when you was coming back you’d be, we finished up in Scotland. You’d be diverted to land at Scotland because the weather conditions on your own aircraft weren’t, weren’t good. So we finished up at Lossiemouth and that’s the farthest you can get in Scotland and, but as I say when I was at Fiskerton we had this FIDO and you could see. When you was coming in you could see the flames at the side of you. You knew exactly where to be. CB: This was the fog dispersal. RM: Where you were landing. CB: Yeah. But under normal circumstances how would you pick out your airfield as opposed to the others? RM: I didn’t. He did [laughs] CB: Ok. So how was that done? RM: Well — CB: Because there was a beacon flashing was there? RM: I think there was. Yeah. Now, of course that was the pilot’s job. CB: Yeah. RM: He did that. He knew what he was doing. CB: But — RM: The navigator would tell him to go, to a certain extent where to go and I didn’t. I didn’t talk to the skipper about where we were. I talked to the navigator and the navigator talked to the pilot. CB: But there was no radio signal coming out. RM: No. CB: For you to — RM: No. No. CB: Focus on. And what about the situations where some airfields had searchlights shining up? RM: It didn’t make any difference. CB: No. Did that, did that happen on, was that a — RM: No. I don’t. CB: At Fiskerton. RM: No. We [pause] where did we have that? You remember me telling you that incident about the Queen Mary? CB: Yeah. RM: That’s the only time we were ever illuminated with searchlights and they definitely put it on the aircraft and they definitely shot up. They weren’t near us but, bloody get off. Away. CB: Right. What would you say was the most memorable event in your experience in the RAF? RM: Dresden. CB: What was it about that that was, was it the next day or that actual day itself. RM: The next day we went to Rositz. CB: Yeah. RM: Which was a hundred mile away. CB: Yeah. RM: But we could see the flames a hundred mile away and then we had to go very near and when I saw that Dresden you have never seen anything like it in your life. When people turn around and said there was what thirty thousand people killed in that one night and you think that you contributed to it. That’s the biggest thing that I’ve ever thought about actually is the fact [pause] none of the others meant anything but Dresden to me was a terrible terrible thing. CB: Was, was that at the time or in retrospect? RM: At the time. Even when we were bombing it because it was the first time that we said, ‘Drop your bombs on the town.’ So we knew what we were doing and we did. And coming back as we banked to go away I saw Dresden. CB: Yeah. RM: You’ve never seen anything like it. Flames was absolutely everywhere and I’m not talking about isolated incidents. The whole town was all on fire. CB: Yeah. RM: Oh, and the flames were terrific. There’s no describing it. Honestly. No describing it. It was the most awful thing I’ve ever seen in my life. CB: What was the best recollection you had of the Air Force? RM: Looking under my hat and seeing the sergeant’s stripes and the S brevet. That was the best thing I ever had. CB: Achievement. RM: Oh yeah because I knew I’d done it, you see because I knew I was going to do it because I’d come top. So, but when you lifted it up and you saw the S brevet and the first, I thought what the hell is this S? What does that stand for? And we had to go and ask because we thought we were going to get an AG. CB: Because it used to be a wireless operator/air gunner. RM: Yeah. CB: Which — RM: We’d got, we’d got the thing there. The sparks. CB: The brevet. RM: That you put — CB: Yeah. RM: On your arm. CB: Yeah. RM: And then you got your brevet with AG but what, what’s that S? So we told everybody it was the shithouse [laughs] because we didn’t know. CB: No. RM: We didn’t know that it was signaller. We always said, if it was anybody asked the S stand for? Steward. We always used to say it was steward. Not signaller. No. And then of course they became regular. Everybody had them but we were the first. CB: You said early on about your inspiration to join the RAF or motivation was the loss of your brother. RM: That was the reason. CB: And — RM: No. I went, when Reg went in the Air Force I joined the Cadets. CB: The Air Training Corps. RM: The Air Training Corps. That’s why I was, when I went in the RAF I could do thirty words a minute already. CB: Right. RM: That’s why I was always coming top because I’d studied it in the five years that I had from fourteen to eighteen. Four years at the Cadet Corps. CB: Yeah. RM: And so wherever I went I was competent if you understand what I mean. So I never had any thoughts that I was going to fail. I knew damned well that I was going to pass and I was going to get it. CB: Right. RM: The only other experience was we didn’t bomb, we were a specialist squadron and we didn’t bomb the Ruhr an awful lot but my brother died bombing the Ruhr. So the one time that we did bomb it I was able to say, ‘That’s for Reg.’ And that was the only other time that I thought like that. Thought like that. I’d done my bit. I’d bloody well dropped bombs on [pause] Now, of course, my son, my grandson’s married to a German and she didn’t know. She don’t know that I bombed Germany or anything like that because we don’t discuss it and of course she come through one of the places that I went to originally. Was that somebody knocking? CB: No. We’ll stop there for a mo. [recording paused] CB: So, let me just ask you the question. RM: Yeah. CB: We talked an awful lot about what you’ve been doing but what about people close to you? You didn’t meet your wife until after the war but to what extent did you ever discuss your experiences with your wife? RM: I didn’t. I did not. CB: And why was that? RM: I don’t know. That was, it wasn’t part of my life with her. My life was [pause] was with Mary and my Mary was fantastic to me. We got married sixty three years and she’s, she’s fantastic. She was. She was really. CB: Did she ever ask you? RM: No. No. That’s, you see how can I put it? She was Irish and it was the Irish that was her life. CB: Northern Irish. RM: Northern Ireland. Yeah. So, the fact that I had been in the RAF, she knew I’d been in the RAF and she knew that I’d [pause] it didn’t mean anything to her that I’d done thirty ops. I went and joined the — CB: RAF Association. RM: RAF Association. CB: Yes. RM: At our local pub. CB: Yeah. RM: Which, well it isn’t local it’s up. And the things that I did with the what’s the name she would see to it that that was part of what I wanted and so it never, it never interfered. I could do what I liked with the RAF as long as the RAF was with me. CB: Didn’t come home. RM: You follow what, you understand what I mean. CB: Yes. Yeah. Yeah. RM: Yeah. CB: What about your boys? To what extent did they want to know? RM: My younger boy, he died when he was eleven he was more interested than my eldest son. As I said my eldest son is like me. Very much like me if you understand what I mean. CB: Stoic. RM: Yeah. He’s more interested in his family and, you know the fact that I would bomb Germany in the war didn’t mean anything to him. He knew I was in the RAF. Yeah. Whereas my younger son they both went to High Pavement. They both went to High Pavement and he took it more if you understand what I mean but neither of them took it to an extreme. They knew that if they went to the RAF, ‘Oh he was in the RAF.’ And that’s it. I was in the RAF but what is this if different to that? CB: What made, what made you join the RAF Association? RM: Because I thought, with not discussing it with anybody else I simply thought I wouldn’t mind. And not only that but one of our next door neighbours was a rabid RAF Association and you know he was really RAF and he got me in to it sort of business. But no the, they never thought of anything like that. He’s in the RAF. He’s going to be RAF. Yeah. CB: When you look back at your experience in the RAF how do you feel about it? Do you feel a sense of pride? RM: Yes. CB: Do you feel any — RM: Yes. CB: Reservation about your experiences? RM: I thought it had to be done. As I said the only reservation I ever had was when I saw Dresden. I didn’t appreciate that. I knew that it had to be done. Well, I thought about it later on. In actual fact it didn’t ought to have been done because all it was doing was making the English get to Berlin before the Russians. That was my idea. And I think that’s what it was for. Because I didn’t think that it was necessary. CB: Did you ever — RM: Never thought it was necessary. CB: Did you ever meet people in the RAF Association who’d been involved in the Hamburg raids? RM: Never. Oh, I went to Hamburg, I think. Yes. I did one trip down to Hamburg I think. Because that’s the time I said, ‘That’s for my brother.’ CB: Right. RM: When I went to Hamburg because that was in the Ruhr, wasn’t it? CB: Well, it’s outside the Ruhr but it’s North Germany. RM: Yeah. No. As I say Dresden altered my opinion I think. That it was not entirely [pause] Not until a long time after that when I was, people started talking about Dresden and the implications of what happened then. About, I think it was about twenty or thirty year ago weren’t it? Dresden suddenly came into being didn’t it? I hadn’t thought the implications of it as to why it was done and that and now I realise that that’s what it was about. That it was to stop, to get to Berlin before the Russians did. And that’s my opinion. That’s why it was done. CB: It seems curious in a way that the RAF and Britain take the flak as it were and the emotional flak for Dresden. RM: Yes. CB: When the RAF did the first, the night bomb then the Americans did the day bomb. RM: That’s right. They followed. CB: The Americans never get any adverse comment. RM: No. CB: Why do you think that is? RM: They don’t do they. CB: Why do you think that is? RM: I think the reason is that there was so much damage done on the first raids that when the Americans did all they were doing was just adding to it. Do you follow what I mean? Because if you’d have seen when I looked out that window and saw Dresden it makes me shudder now. True. I can see it now. And then to go the next night to Rositz which is only about a hundred miles away from it and to realise that the flames that I kept seeing was Dresden. And I thought oh God. That’s awful. CB: Well, because the RAF bombed the second night as well. RM: But that’s it. Apart from that my life in the RAF was brilliant. It was the four and a half years the best part of my life. CB: And you — RM: Apart from the sixty four years that I had with my wife. CB: Yeah. RM: Or sixty three years I had with her. CB: Yeah. So Ron Mather thank you very much for a really fascinating conversation. RM: Well, I hope I’ve satisfied your— CB: It’s really good. RM: What’s the name? Your memory sometimes goes and you can’t think of it. CB: Yeah. RM: Taking everything in the what’s the name I thought my life in the RAF was absolutely fantastic. It was really. I couldn’t half get [laughs] some women. CB: But even on a serious note you gave a payback for your brother. RM: Yes. Yes. I went to, very near the same place and yes, I think that it was it was a good thing. It was a good life. CB: Thank you. [recording paused] RM: It was my attitude I think. I think it was enjoy yourself. I enjoyed myself. I never got serious with a girl though until I was thirty. Until I got married. But I was never seriously attached to a girl. I went out with many but they were, I’ve got here sort of business. No. I wasn’t, it wasn’t like that but you could pull women with a, if you were in the RAF and in Nottingham. CB: Yeah. RM: Because there were so many. You went to the Palais de Danse and three quarters of the people at the Palais de Danse were airmen. All the rest were women. So I mean it didn’t help matters the fact that you were but it did help if you’d got sergeant’s stripes and a brevet [laughs] CB: Yes. The ground crew weren’t so keen on that particular aspect of — RM: Yeah [laughs] CB: Service life [laughs] RM: I’ll tell you something. I used to go, we used to go when, when I was stationed at Syerston I’d come home regularly of course and we’d go at 8 o’clock or 7 o’clock on a Saturday morning at Trent Bridge thumbing a lift and I’m talking about twenty or thirty people. All RAF men thumbing a lift to get back to camp. And we got plenty of lifts. CB: Did you? RM: People stopped. CB: Yeah. RM: They did. CB: Lorries as well? Trucks? RM: Lorries. Everything. They all stopped because well the RAF were good weren’t they? Conceited [unclear] aren’t I? CB: We’ve met your type before. RM: I know. I know. Mind you I will say I have never used my RAF career to help me in any way. I hadn’t thought it was necessary. I’ve got a skill. I was a baker and one of the best in Nottingham as it happens. And I was a manager so I was happy enough. CB: On the flip side of that though after the war did you ever get an adverse reaction to the fact that you had been flying in Bomber Command? RM: Not really. No. No. I’ve never mentioned it you see. I mentioned it to his, people like his dad and him. CB: Darren, yes. RM: But I wouldn’t, I never mentioned it to anybody else. CB: No. RM: That was just something I’d done. CB: Yeah. A long time ago. RM: A long time ago. I was just thinking I didn’t go into the RAF until I was eighteen/nineteen in the last year of the war so anybody that’s bombed during the war has got to be ninety three. So there isn’t many of them is there? Although people are living a lot longer now, aren’t they? CB: I’ve interviewed — RM: I think so. CB: I’ve interviewed four people aged one hundred. RM: Yeah. I’m not surprised. CB: You keep going Ron. RM: You have to be a hundred to be in the war at the beginning wouldn’t you? CB: Absolutely. RM: Yes. They would. And that’s what I was thinking the other day and I was thinking when we went to, where was it we went down south? CB: Duxford. Flying legends. RM: The only people in the RAF suits was the soldiers and me. So and I thought to myself there can’t be many of us left then. CB: No. No. RM: Yeah. No. I never talked to my wife about it at all. CB: You didn’t feel the urge to do so? RM: With her being not only that but with her being Northern Irish and we’d go to Northern Ireland and we’d get trouble there. When I first went to, when I first went there we landed at Belfast and a chap with a rifle had a look at my luggage. So that’s how the situation was at that time there. And also, the fact that the two people Catholic and the Protestant were so different to one another. I mean nowadays when you go it’s as different again. You don’t notice. I know it’s started up again hasn’t it but up to when I went about four years ago it was, it was lovely. Religion meant nothing or anything. It’s just got a bit nasty just lately I notice. CB: Well, let’s have a look at your pictures and things. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Ronald Mather Creator An entity primarily responsible for making the resource Chris Brockbank Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2017-12-29 Rights Information about rights held in and over the resource 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. Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context AMatherR171229 Format The file format, physical medium, or dimensions of the resource 01:58:30 audio recording Language A language of the resource eng Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Description An account of the resource Upon leaving school, Ronald was employed, initially, as a pawnbroker's assistant, and then a butcher's assistant. In 1943, upon reaching the age of 18 he followed his brother's footsteps and enlisted in the Royal Air Force. After initial training, he attended radio school at RAF Yatesbury where he was taught Morse code and the 1154/1155 radio. Flying training was carried out in a Proctor aircraft operating from RAF Bishops Court in Northern Ireland. On one occasion, flying over the Irish Sea, they were shot at from the Queen Mary. Following qualification, further experience was gained at RAF Husbands Bosworth on Ansons and at RAF Winthorpe on Stirlings, before completing his training at No. 5 Lancaster Finishing School, RAF Syerston on Lancasters. Posted to 49 Squadron, Ronald operated from RAF Fiskerton, RAF Fulbeck and, finally, RAF Syerston, completing his tour of 30 operations just before the end of the war. He describes the concern he used to feel on the 1000 bomber operations because of the closeness of surrounding aircraft. On one occasion, a nearby gunner accidentally strafed his aircraft when carrying out a gun test, the bullets passing inches above his head. He recalls one experience when atmospherics of flying over the Alps affected him to the extent he firmly &nbsp;believed that the figure of a person walked past the outside of his window. Having taken part in the Dresden bombing, he describes how he felt and also witnessing the flames from Dresden still being visible the night following, when they were on a operation some 100 miles away. Following the completion of his tour, Ronald was posted to an airfield near Stratford-upon-Avon as station warrant officer where German prisoners of war were being billeted. He was finally demobbed in December 1945. Spatial Coverage Spatial characteristics of the resource. Great Britain England--Leicestershire England--Lincolnshire England--Nottinghamshire England--Wiltshire Northern Ireland--Down (County) Germany Germany--Dresden Great Britain Atlantic Ocean--Irish Sea Poland Poland--Gdynia Italy Alps Temporal Coverage Temporal characteristics of the resource. 1943-04-05 1945-12 Contributor An entity responsible for making contributions to the resource Ian Whapplington Julie Williams Maureen Clarke Conforms To An established standard to which the described resource conforms. Pending revision of OH transcription 49 Squadron air gunner aircrew Anson anti-aircraft fire bombing bombing of Dresden (13 - 15 February 1945) Lancaster Lancaster Finishing School Morse-keyed wireless telegraphy perception of bombing war Prinz Eugen Proctor radar RAF Bishops Court RAF Fiskerton RAF Fulbeck RAF Husbands Bosworth RAF Syerston RAF Winthorpe RAF Yatesbury Stirling superstition training wireless operator https://ibccdigitalarchive.lincoln.ac.uk/files/original/551/8814/PLancasterJ1501.jpg 794d475655253509adf90821a41de268 https://ibccdigitalarchive.lincoln.ac.uk/files/original/551/8814/ALancasterJO150406.mp3 5eafd09ebb3a1d2459a7b55f8591b8a7 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lancaster, Jo John Oliver Lancaster J O Lancaster Publisher An entity responsible for making the resource available IBCC Digital Archive Identifier An unambiguous reference to the resource within a given context Lancaster, JO Description An account of the resource 48 items. Two oral history interviews with John Oliver 'Jo' Lancaster DFC (1919 - 2019, 948392, 103509 Royal Air Force), photographs and six of his log books. Jo Lancaster completed 54 operations as a pilot with in Wellingtons with 40 Squadron, and after a period of instructing, in Lancasters with 12 Squadron from RAF Wickenby. He became test pilot after the war and was the first person to use a Martin-Baker ejection seat in an emergency. The collection has been donated to the IBCC Digital Archive by Jo Lancaster and catalogued by Barry Hunter. Additional items were licensed to the IBCC Digital Archive by Dr Steve Bond and catalogued by Nigel Huckins. This collection was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive. Collection contains recordings of discussions, correspondence, document, photographs and a memoir. Date A point or period of time associated with an event in the lifecycle of the resource 2015-08-18 2017-03-08 Rights Information about rights held in and over the resource 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. Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document AP: This interview is being conducted for the International Bomber Command Centre. The interviewer is Andrew Panton. The interviewee is Jo Lancaster. Mr Lancaster was a pilot in various aircraft during World War Two and the interview is taking place at xxxx on April the 6th 2015. Apologies for the poor sound quality during various sections of this interview due to static on a tie clip microphone. Talk a little bit about that raid July the 24th 1941. JL: Well at the time the Scharnhorst, Gneisenau and Prinz Eugen were in the harbour at Brest. On that day the Scharnhorst made a run for it down the coast to La Pallice but the Gneisenau and Prinz Eugen were still in Brest and a number of Wellingtons, I think of 3 Group were ordered to carry out a daylight bombing raid on the harbour there. We were at Alcon, operating from Alconbury at the time. Near Huntingdon. And we were routed right down to the Scilly Isles. Then doubled back towards Brest and you could see a black cloud of flak smoke from quite a distance away. It was a beautiful, a beautiful clear day and we just had to barge straight in. There was, we only saw two ME109s, one of which went right through the middle and got severely shot up by everybody and the pilots baled out. Everybody claimed it of course but nobody knows who did it. But, anyway, we were in two vics of three. We [weren’t in company?] but our trio sailed through without too much damage. A piece of flak came through the windscreen alongside me and dropped on the floor which I still have and we’d used up a lot of fuel trying to keep formation with constantly altering the engine settings. And so, having, as I say, got away again out over back over the channel we and several others headed for St Eval in Cornwall and quite a number landed there. Many of them in various stages of damage. We’d had our hydraulic system knocked out but apart from flak holes we were intact. AP: Did the searchlights sort of —? JL: Well when that happened you were singled out for particular attention by the flak which happened to me several times. On one occasion it was right over the middle of Essen and did some violent evasive action and lost a lot of height and gained a lot of speed and finally outflew the searchlights. AP: What was the evasive action? Did you corkscrew or did you dive? JL: Well just various. Mainly sort of spiral diving but keep trying to keep a heading away from the searchlights all the time. AP: And flying through the flak and the anti-aircraft again. JL: Well there was nothing we could about that. We heard it and smelled it and when you got back you found lots of holes. AP: Right. One of the things she was asking about was what it was like when you’re coming in on the final approach to your bomb run. You as the pilot. What are you doing? What’s the crew doing? JL: I think you made yourself as small as possible. I just used to [unclear] and went in. AP: So you were just taking orders from the bomb aimer. He was in control. Not the pilot. JL: Yes. He would take over and he’d say. ‘Steady. Left. Left’ or ‘Right,’ and we would keep laterally level and try and make these small adjustments in heading until he was satisfied and then eventually he would say, ‘Bombs gone.’ AP: And then what? JL: You felt the thud as they left and usually we had a camera aboard so they had to hold, hold the heading for a few, well about thirty seconds or more. I forget now. Until a camera had, the camera had flashed, had gone off, and then we were free to leave. On the Lancaster we had, usually had cookies and incendiaries. With the Wellingtons the target was usually the Ruhr. That was standard nine, five hundred pounders. AP: Right. And what was the age? How old were you when you were flying? Can you say a little bit about how old you were? And your crew? JL: In 1941 I was twenty two. AP: And your crew. Could you say? JL: Well, all much the same. I had a Canadian navigator, a Welsh wireless operator, a Canadian front gunner and a New Zealand rear gunner. The navigator, in the Wellingtons the navigator went forward to do the bomb aiming. Later on of course we had the bomb aimers on this, on the way back from Berlin. In a Wellington. And we were rather taken by surprise because you come down with the change in the wind over ten tenths cloud and we adjusted north and we came, we were flying back over Wihelmshaven and Emden and were getting shot at all the way through the clouds and then eventually there was a gap in the clouds and I could see, see through the clouds, the clouds across the causeway across the mouth of the Zuiderzee. And I think we were probably all looking at that and then an ME110 shot overhead and circled around and went into them and I went into a deep spiral dive and he tried to collar us and showed us a bit of [unclear] and I think he should have [unclear] went into the cloud and we never saw each other again so we don’t know what happened to him. In 1941, on a Wellington squadron such as 40 Squadron, each Wellington had its own ground crew. There was a fitter for each engine. That was his engine. And then there were two airframe fitters. And they were more or less permanently with the aircraft so we became very friendly with them. And on operational days they would do what they called an NFT — Night Flying Test and some of the guys would always come with us on that. They were very industrious and proud of their aeroplane. AP: And other? Other people that you had to rely on? Was there? Can you say, talk about, some other people? JL: The only people I can think of were the [lovely ladies?] in the parachute section which, on 40 Squadron our parachutes went to [unclear] RAF Alconbury had virtually no buildings at all. A couple of wooden huts and that was about all so all the things like parachutes and things were at Wyton which was our base station. I never went to the parachute section there but at Wickenby on 12 Squadron we had a parachute section there and it was always WAAFs who looked after the parachutes. AP: OK. Any, any —? JL: And we had WAAF drivers of course. AP: Yeah. Ok. Any thoughts about the aeroplanes that you flew like the Wellington or Lancaster? A favourite or, you used to fly? Or — JL: The Wellington is a well-designed aeroplane but it is grossly underpowered. When they finally put in decent engines in her. The Hercules instead of the Pegasus. It was a very good operational aeroplane. AP: Right. JL: But I think everybody loved a Lancaster. AP: What was so special about it? JL: I don’t know. It was viceless. It was doing, carried a big load, doing a good job and with the Wellingtons I had two complete engine failures and by the grace of God we were within easy distance of an airfield. On one occasion we took off on operations and the port engine started — oil started pouring out of it and eventually it stopped and we were able to, it was still fairly light and we just lobbed down into nearby Wyton. And the other one I was on in the, actually in the circuit at Wymeswold when I was an instructor at OTU and we were just able to go straight in from there because on the — [Recording paused] JL: Oh well. Yes. Well. I was, before the war I’d served an apprenticeship in Armstrong Whitworth Aircraft at Coventry and after the war I went to join Saunders Roe at Cowes but they didn’t have very much going on and I got a bit fed up with that and re-joined Armstrong Whitworth as a test pilot. There were three of us there Eric Frenton was a test pilot and another one — Bill Else, and they had, there was a lot of work going on. Amongst other things we had the AW52G which was a glider, a tail-less glider. Two thirds scale of the bigger versions of the AW52. There was two of those. One with Nene engines. One with Derwent engines. The Nene were more powerful. And the Nene engine one, when I went there, was out of action having the structure stiffened. And then it came out and had the limited speed increased by quite an amount and I was only on my third flight with it and the job was to explore the higher ranges, speed ranges and it’s rather difficult to explain technically but the controls were called elevons. They were combined elevators and ailerons. And in order to get them light enough for the pilot to control them manually they had what they called spring tabs which meant that the connection from the pilot’s control was actually, to the flying control was actually through a spring. And what happened was that while I was doing something like three hundred and twenty miles an hour, we didn’t use knots in those days and a flutter, what they called flutter set in and it became very very violent. Very very noisy. I anxiously estimated the frequency as one and a half cycles per second. The amplitude we don’t know. You could only guess at. It was probably six or eight feet as I was going up and down at that rate and I was rapidly disorientated and I thought the thing was going to break up anyway. But if it didn’t break up I was going to be unconscious so I decided to eject. A thing I’d never even anticipated before and I wasn’t in a very good state by then so I didn’t do the drill properly. I managed to jettison the canopy and I pulled the overhead blind down over my face which fired the seat. I should have put my heels on the, on the rest on the front of the seat which I didn’t do. I just was very lucky I did that because the aircraft had sort of spectacle controls and I think, as an afterthought, they realised that wasn’t very good combined with an ejection seat so they put in another system which jettisoned the hood and fired some cutters which, which disconnected the controls from the stick and I think you was just supposed to push the stick forward too. It was a bit of Heath Robinson system but I couldn’t do that because it was wired off anyway. Anyway, I got away with it with a lot of bruises on my shoulders and on my knees. I landed very badly. I thought I was going to land in a canal and tried to remember the drill we’d been given in the RAF but I only succeeded in making the descent worse by swinging. And when I landed I broke a chip off my shoulder bone and they took me away and x-rayed me and they said that I’d sustained a compression fracture of the first and second along the vertebrae and they said, ‘Not only have you done that but it’s been done before.’ And I have to say that it was in, I don’t remember the date. The 1st of January 1947. We had the SRA1 — that was at Saunders Roe — which has an ejection seat and we went up to Martin-Baker’s and went up on the test rig and after that I had a rather sore tail for a while. That must have been what it was. 30th of May 1949. And after all the kafuffle had died down on it I wrote to Sir James Martin. He wasn’t Sir James then. He was just James Martin to thank him and got a very nice letter in reply and also a custom made little wooden box which came through the post marked, “Explosives — danger” [laughs] which was delivered to Armstrong Whitworth. To me at Armstrong Whitworth. It contained a very nicely inscribed Rolex gold watch and [pause] I’m sorry am I —? AP: That’s alright. No. That’s alright. Got to watch the microphone. Yeah. The watch. Yes. JL: [unclear] In 1975 when I was living in the South. In West Sussex. I had a little bungalow with casement windows and some, one of the local villains I think, got in and took that watch and another one and several other small valuables and I presume that both watches had gone straight down to The Lanes in Brighton and by now would probably be melted down but — and just two years ago I was invited to go up to Martin-Baker’s and they showed me around, gave me lunch and I wondered what it was all about. Then they started asking me about my ejection and finally got on to the watch and eventually Andrew Martin produced from his pocket my watch. And the story is that they’d had an email from somebody in New York who had read the — it had my name on it and James Martin and somehow or other they put it together and connected it with Martin-Baker. Whatever company, I don’t know who it was in New York who went over or whoever it was contacted this chap who they said was a very shifty character and they bought the watch back. I don’t know for how much and they gave it back to me. AP: That’s an amazing story. JL: What happened then was that I didn’t really want the watch so I asked them to auction it but then they said instead of auctioning it we’ll put it in our company museum and we’ll put five thousand pounds in to the Bomber Command Memorial Trust. It applies to almost everybody. We usually crewed up completely at random and almost always within twenty four hours we were as thick as thieves. AP: You relied on each other didn’t you? JL: Loyalty all down the way. AP: Strong teamwork and trust. JL: Yes. I was with these two Canadians and a New Zealander. Yes. The two Canadians. I’d never met a Canadian before and I was mildly surprised that they sounded like the Americans I’d seen on the films. And I hardly knew where New Zealand was. But — AP: I think it’s good to mention that it was an international crew wasn’t it? That they were from all over the Commonwealth. JL: Yes. AP: You had Canadians, British. JL: Yes. And later on on the Lancaster squadron I had an Australian navigator. [Recording paused] JL: In the Wellington was to Stettin. That was a nine hours something. And the longest in the Lancaster was to La Spezia which is about sixty miles south of Genoa. A sea port. And that was, that was about nine and a half hours I think. AP: You were the only pilot. Right? JL: Yes. We did, we did carry a second pilot but he was just supernumerary. Usually he just stayed back in the astrodome helping to keep the, keep a lookout. AP: Can you talk a bit about what it was like to fly so long? I mean did you eat anything? Drink. How did you survive on those hours? JL: I don’t think I ever ate or drank anything until back in, back in safe area. In a safe area. I think most of us were the same. In those days everybody smoked and we sometimes smoked when we were below oxygen level which was ten thousand feet but we probably weren’t supposed to. We didn’t on operations anyway. Once again that would be when we were safe and nearly home. [Recording paused] JL: One long drag over France. And we had a thing called Mandrel which was a microphone in one of the engines to the wireless operator and he had, the wireless operators were given a recording of German night fighter RT traffic and they didn’t understand it but they could recognise it and I had a Canadian wireless op, Jordan Fisher, at that time and he was listening out on Mandrel and he was highly excited. He was apparently getting very good results. He could, he could tune in to one of these frequencies where the night fighters were operating and he was doing his Mandrel trick and they get very annoyed [laughs] Shouting. AP: How did he use it? Did he block their signal? Or reduce it. JL: Yes. Yes having identified the frequency he transferred the engine noise on that frequency. AP: I see. So he could block their frequency. JL: He was having the time of his life apparently [laughs]. Mandrel was a microphone mounted in to, actually in the port inner engine, the [strength of it?] the wireless operator, the wireless operators had been given some training to identify but not necessarily understand German night fighter RT traffic and they would listen out, looking for this RT traffic and when they found it they would tune in the transmitters to that frequency and then transfer the engine noise which blotted out everything and frequently made the night fighter pilots very cross. [Recording paused] Having completed a tour you then became a screened aircrew and you went to an OTU where you became an instructor in your particular aircrew job. As a pilot I went to Wellesbourne Mountford OTU and my job was conversion on to Wellingtons which are just circuits and landings, circuits and landings and not only in daytime but at night. And in the winter when I was there the night flying programme was divided into four three hours stints 6-9, 9 to12, 12 to 3 and 3 to 6 and you can imagine what it was like having to get up or be prepared to go down and be ready to start doing circuits and bumps at 3 o’clock in the morning. AP: Yeah. JL: It was bad enough at 12 o’clock. So I hated it. I wasn’t a very good instructor anyway. And then they started with these two one thousand bomber raids I was on. They started doing quite regular operations with screened, so-called screened aircrew at OTUs and I thought it was far better to be on a squadron if I had to do all that. AP: Were you on, did you say a two thousand bomber raid? JL: I was on the first two. AP: Two thousand bombers in one raid? Or one thousand bombers? JL: There were two one thousand bomber raids. AP: Two one thousand bomber raids. JL: May the, May the 30th and June the, June the 2nd I think. AP: Could you say a little bit about what happened? I mean, was that Cologne? JL: The first one was Cologne. The second one was Essen. AP: Essen. And so you were flying Wellingtons. JL: Yes. Wellesbourne Mountford OTU put up about twenty aircraft that night and we lost four. My aircraft still had the dual control in which made it very very difficult to get in and out because the entry was via a hatch under the nose. So in a hurry it would have been very awkward. And the aircraft were generally fairly clapped out. And on the way back I had a screened navigator and a screened wireless operator. And on the way back, when we got back over England the wireless operator came. Came up front and sat beside me. I think together we saw the oil pressure on the port engine just drop off to nothing and fortunately the wireless operator, he was familiar with Wellingtons, knew what had happened. It had run out of oil. We had a reserve oil tank down in the fuselage with a hand pump and he knew what to do immediately. He went scuttling back down. Started hand-pumping oil back in to the engine. AP: That’s before you got to it. JL: No. This was on the way back. AP: On the way back. JL: What I didn’t say — over Cologne we were quite high and I had two Canadian gunners. You know, they were students and they got very excited and wanted to spray their guns around [laughs]. I told them to sit quiet and keep a good lookout. AP: What was the weather like on that night? JL: Clear. AP: So you had a good shot at them. JL: Oh yes we could. We were late. Late on target and we could see it from miles away. AP: It was already lit up. JL: We were, we were more or less unmolested I think. AP: A thousand bombers. Did you see the other ones around you? JL: Oh yes. AP: Can you say a little bit about what it was like? JL: Yes. I saw them. Quite a lot. Yes. AP: There were Lancasters, Halifaxes. Stirlings. JL: Everything. Most of the ones I saw were Wellingtons. AP: But you’re not in formation. JL: No. No. AP: Loose formation. JL: Completely random. AP: But you’re on your course and you’ve got aeroplanes. JL: Yes. Had to try and keep an eye open. Very occasionally you’d hit the slipstream of one of them [laughs]. There’s one not very far away in front. AP: So you had to keep a constant picture of that. JL: Oh yes. There must have been hundreds of collisions we never heard about. Fatal ones. AP: So when you arrived it was well and truly lit up. . JL: Yes. AP: Yeah. JL: I don’t, I don’t remember actually being shot at. AP: No? And then the other one was Essen. JL: Yes. And that was a complete disaster because there was thick haze over the whole area and we just couldn’t see anything so I think we just let them go and came home. AP: Right. Yes. JL: Stood down for six weeks to convert. We were operational again on Lancasters on the 1st of January 1943. AP: The operations that you did then. Can you say a bit about what you did? JL: I think I did three mining operations. My first operation on a Lancaster was to Norway, to Haugesundfjord, and dropped, I think it was four, fifteen hundred pound mines in the fjord there. When we got caught out by searchlights and the gunners were able to reply and they, they won. Off Emden and the islands. We put a stick of mines there. And another one was at the entrance to St Nazaire harbour. AP: Oh yeah. That was in France. JL: Yes. That’s where we did, there’s an island, I think it’s called Belle ile and we had to do a timed run from Belle Ile. Went right up the estuary and let them go. I think the load was four, fifteen hundred pound mines. Parachute mines. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Jo Lancaster. One Creator An entity primarily responsible for making the resource Andrew Panton Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2015-04-06 Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context ALancasterJO150406 PLancasterJO1501 Conforms To An established standard to which the described resource conforms. Pending review Rights Information about rights held in and over the resource 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. Description An account of the resource After leaving school, Jo Lancaster was an aircraft apprentice with Armstrong Whitworth Aircraft Company in Coventry. Having volunteered for the Air Force, he trained as a pilot and completed a tour on Wellingtons with 40 Squadron from RAF Alconbury. Following a period as an instructor at an operational training unit, he flew another tour of operations. After the war Jo became a test pilot and was the first man to eject from an aircraft in danger using a Martin-Baker ejection seat. Contributor An entity responsible for making contributions to the resource Julie Williams Maureen Clarke Language A language of the resource eng Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Spatial Coverage Spatial characteristics of the resource. Germany Great Britain Italy England--Cambridgeshire England--Lincolnshire Germany--Emden (Lower Saxony) Germany--Essen Italy--La Spezia Germany--Ruhr (Region) Temporal Coverage Temporal characteristics of the resource. 1941 1943 Format The file format, physical medium, or dimensions of the resource 00:30:15 audio recording 12 Squadron 3 Group 40 Squadron aircrew bombing bombing of Cologne (30/31 May 1942) fitter airframe fitter engine Gneisenau ground crew Lancaster Me 109 Me 110 mine laying Operational Training Unit pilot Prinz Eugen RAF Alconbury RAF Wickenby RAF Wyton Scharnhorst training Wellington Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Cothliff, Ken Ken Cothliff K Cothliff Description An account of the resource 486 items in 12 sub-collections. The collection concerns Ken Cothliff's research on 6 Group Bomber Command and contains an interview with Adolf Galland, documents and photographs. Sub-collections include information on 427 Squadron, 429 Squadrons, Gerry Philbin, Jim Moffat, Reg Lane, Robert Mitchell, Steve Puskas and logs from RAF Tholthorpe. The collection has been donated to the IBCC Digital Archive by Ken Cothliff and catalogued by Nigel Huckins. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2015-10-20 Rights Information about rights held in and over the resource 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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy. Identifier An unambiguous reference to the resource within a given context Cothliff, K Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Interview with Adolph Galland Description An account of the resource General Adolph Galland remembers his early life and subsequent career as a Luftwaffe pilot. Recounts various episodes: flying gliders as a young boy; changes in Luftwaffe fighting tactics during the Spanish civil war; the Luftwaffe refraining from engaging Fighter Command as to bomb London; arguments he had with Herman Göring and other high-ranking officers over the conduct of war. Explains how the Allies day and night operation strategy forced the Luftwaffe to build up a night-fighter force, previously non-existing. Tells of his brothers and their military careers. Remembers his encounter with Group Captain Douglas Bader. Compares technical performance of German and British aircraft, particularly Fw 190, Me 262 and Spitfire. Discusses the downsides of the planned 162 aircraft. Remembers the struggles to turf wars to rebuild the Luftwaffe at the end of both World Wars. This item is available only at the International Bomber Command Centre / University of Lincoln. Contributor An entity responsible for making contributions to the resource Peter Schulze Format The file format, physical medium, or dimensions of the resource Transcription of 01:55:40 audio recording Language A language of the resource eng Type The nature or genre of the resource Sound Identifier An unambiguous reference to the resource within a given context VGallandAJF[Date] Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Royal Air Force. Bomber Command Royal Air Force. Fighter Command Wehrmacht. Luftwaffe Spatial Coverage Spatial characteristics of the resource. Great Britain Germany France Spain Norway Malta Russia (Federation) Germany--Hamburg Rights Information about rights held in and over the resource This content is a transcription of a video interview taped by a third party. It is available here as derivative work 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. Creator An entity primarily responsible for making the resource Ken Cothliff David Tappin Conforms To An established standard to which the described resource conforms. Pending review Publisher An entity responsible for making the resource available IBCC Digital Archive Requires A related resource that is required by the described resource to support its function, delivery, or coherence. Interviewer: General Galland, on behalf of everyone at the Yorkshire Air Museum, may I thank you for granting us this interview. It is greatly appreciated. AG: Ok. It is my pleasure. I: I may start with the first question. Is there a military tradition in your family? AG: Not at all. My, we came, my family came from France, we were Huguenots. And one of this Frenchmen who came over, one Galland was, was a French captain, the chivalry, it was the only [unclear] we have as military. I: Right. When did you first fly in an airplane? AG: Oh, I did fly my first time when I was sixteen. I flew in gliders, not very far from my home there were some, an area in which gliding course was done. And I started there in ’20, ’28, I was sixteen years old. I: I understand you set a record in your gilder. AG: Ja, that’s right, that’s right. A record in endurance. This area did not have very high mountains, there were only hills and I did for more than two hours, two hours twenty minutes, something like this. This was an area record. I: Ok. AG: With my own plane. I got a plane when I finished, [unclear]Schule, I finished UI2: Like University. AG: Ja. I: When did you decide to become a professional pilot and how did you achieve this? AG: I did it all during my schooltime. Before I left school, I decided to be a commercial pilot and I told this one Sunday, walking with my father outside and he asked me: ‘What do you want to be later on?’. And I said: ‘I want to be a commercial pilot in an airline’. ‘Ah’, he said, ‘don’t you want to study?’. I said, ‘No, I want to make my exam as a professional pilot’. And he said. ‘You can do this, but I have not learned that this is a profession. You can teach me, do you expect a regular fee or do you fly for tips?’ [UI laughs] AG: You can see how the times have changed. Now the airlines, they don’t like this joke. But they are making a lot of money also. And it is a fine profession. Also today, I think so. I: So you then go from the airline directly into the Luftwaffe? AG: No. The first year, at the end of the first year we were told that this was a commercial pilot school. The students were offered to become military pilots. We were told, commercial pilot doesn’t have good aspects for the future, but we will soon have military pilots and you can decide to switch over to the military career. I didn’t like this very much but there was no other questions. This was a strong invitation. I: [laughs] There must have been many applications to become a professional pilot in those days. AG: For the commercial side or the military? I: For the military. AG: For the military. No, we didn’t have any military organisation at that time at all, everything was, inexistent, was private, commercially or private or it was camouflaged, military. I: The black Luftwaffe. AG: The black Luftwaffe did start already in these days. I: Yes. AG: But most of the pilots were trained in Russia as you know, Lipezk, a Russian base, we had an agreement with Russia and we trained our people there. I: Were you there? AG: No, I have not been there. When Göring came in power, he cancelled this agreement with Russia and he started with Italy an agreement on a similar base. So, I was in the first group which was sent to Italy to be trained there, militarywise. We did not learn too much there in Italy. This agreement was not based on a good understanding between Göring and Balbo, maybe they had language problems, so the Italians did believe we were beginners and we knew already to fly. I remember one day, a French acrobatic pilot that had set up a record [unclear] inverted, invertedly and for two hours or so and we at this time did make acrobatics also there. So I decided when I was, when it was my turn to fly, I went up and go this way, I moved around the airfield all the time invertedly. To make a joke then they sent another airplane up, dropped down [laughs]. I: [laughs] Did you break the record? AG: No [laughs]. I didn’t have fuel for this. I flew for ten minutes or so, but I showed. UI2: What type of aircraft were you flying at that time, sir? AG: Italian aircraft. UI2: Italian aircraft. Macchi and [unclear]. I: When the Luftwaffe was formed officially in 1935, what was your first unit and what aircraft did you fly? AG: When I had finished the training, I was ordered to go to the first fighter group which was built close to Berlin, in Döbritz. This was the first group of the fighter wing Richthofen, of the new fighter wing Richthofen. So, I came to this wing as, I was lieutenant, but I was released as Leutenant and we were installed again as Kettenführer. I: Flight Commander. AG: Ja, something like this. But, very soon later die Tarnung, the camouflage was taken away and we were made Lieutenants again. I: I see. You would fly the Heinkel 51? AG: No, at this time we had the Arado 65. And then we had the Arado 68 and then came the 51. I: Heinkel 51. AG: The second group later was set up in Jüterbog, south of Berlin, as the second group that have the 51s already. I: Did you have any flying accidents in the early days? AG: [laughs] I had many accidents and many damages. Sometimes they called me the millionaire of the new Luftwaffe, it was for the value of the airplanes I had damaged or destroyed. [All laugh] AG: But this was overdoned a little bit. I had one terrible accident, with a Stieglitz, with a biplane by doing acrobatics. I was very good in acrobatics and I had to train for flight demonstrations, which were set up in different towns and I had to show there acrobatics in the Stieglitz. And in this case I had modified the horizontal stabilizer in order to get better flight conditions in inverted flights, but this resulted that the aircraft did have a complete [unclear] conditions in spin. And I couldn’t recover, I could not recover the plane from spin earlier enough so I hit the ground in this position about 45°, this was a terrible accident. I: I understand that after that [unclear] you are very good at passing eyetests. AG: [laughs], ja, it is true. In this case I had, the plane had an open cockpit and I had glasses and I destroyed one eye with a splinter from [unclear] glasses and I had a damage on the eye and this resulted in a shorter sight of this eye. And I knew I had to pass a new physical and so to be sure I learnt the numbers and the, was ist Buchstaben? I: Letters. AG: The letters. I learned the letters from the table and I knew them by memorising them and I passed my exam very fine. [laughs] I: The doctors they were bewildered. AG: Yes [laughs] I: [laughs]. Yes Can you tell us something about the airfighting in Spain with the Condor legion and just how much influence did Mölders have on evolving tactics for the Luftwaffe? AG: [clears throat] Mölders became my successor as squadron leader and he, my squadron was equipped with 51s and we did ground attacks. And we were very successful in, we were helping the army, the Spanish army in their advances. Mölders arranged to change the missions to real fighter missions and so his, my other squadron was equipped then with 109s and Mölders started then to find a new tactic. He really invented the open flying formation, finger-four formation and he also had set up a, set up the methods to train the pilots in this way. So we flew in a very open formation, two planes at the same altitude, about onehundred, onehundredfifty meters apart I: Apart. AG: From the other and we moved all the time this way in the air in a very open formation. And this had the advantage that the number two could see also, could observe the airspace. In a close formation, number two and number three are seeing nothing, nothing but the guide only. So the next two they are flying from here to there also in this open formation. And this was really invented and explored by Mölders, this is his merit, is no question. By the way, was later on also a very good formation leader. We have pilots, and another example is Hartmann, Hartmann was not a leader at all, he could only fly by his own, and many pilots, Udet was also such a pilot, couldn’t lead a formation, I was told. Mölders once told me: ‘I will tell you one thing, you can become a Richthofen, you can become a new Richthofen, I wanted to be a Boelcke’, this means he wanted to fly with his head, so he was convinced that he was taktisch. And he was [unclear]. I: Did you ever fly the Heinkel 112? AG: No, I was there when these people were doing [screams] this, the Olympic heroes there but I could not, I could not be pleased by looking at the athletics. So I decided to sell my ticket, sold it. I went up to Warnemünde or in the North, on the East Sea and I did chase Swedish girls, was more pleasant. I: We have heard of your reputation. [laughs] Is another Galland legend. Did you ever fly the Heinkel 112? AG: No. I: Would it have been a better fighter than the Messerschmitt 109? AG: Ja, ja, it’s no question, would have been a much better fighter than the other plane but the plane was more expensive to be built. The wing profile was changing all the time. The wing of the 109 was much more, much easier to build and for much less money to build. And this was one of the reasons why it has been decided in favour of the 109. Especially the undercarriage of the 109 was very narrow and the plane did have a terrible tendency to loop, to break out in taking off and landing, specially with crosswind. The aircraft lost an unbelievable number of planes by, of 109s by accidents during the war. I: Would the extra range of the Heinkell had been an advantage to you in the battle of Britain? AG: Of course, it would have been, would have been an advantage, but it wouldn’t have been decisive. The outcome of the battle would have been more or less the same because the Luftwaffe was not build and was not equipped for a battle like battle of Britain, was not build for strategic airwar. The Luftwaffe was for defense, for air defense and also for helping the army. I: Tactical support. AG: Ja, tactical support. I: After Dunkirk, and the fall of France, did you think that the Luftwaffe could win the battle of Britain? AG: No, we did not believe this, we did hope it but we learned very soon that this was not possible. Lord Dowding was a very, very cleaver man in guiding his fighters the right way and he did not use the fighters so much as Göring did. He was a much better tactician than Göring. There’s no question. I: And yet he was sacked, he was discharged shortly after the battle of Britain by the High Command. AG: Yes. Dowding? I: Downing. AG: But he came back. I: Yes. Well, he was never honoured as he should have been for his part in the battle of Britain. Because mainly of Leigh-Mallory. AG: Ah ja. This are [unclear] conditions and we learned during the battle that Dowding was a very, very cleaver man and Göring had the intention, first to bring the English Fighter Command down and then to bomb England and bomb London by using this medium bombers we had, the Heinkel 111 mostly [unclear] we had the Junkers 88. But the [clears throat] the Stukas had to withdrawn from the battle very soon because they detect high losses, they could not be escorted [unclear]. So the next decision in favour of the Stukas was a mistake. Another mistake was the set up of the 110 formations, what we called Zerstörer, destroyer. It was supposed to be an escort fighter, but a twin-engine fighter aircraft cannot be compared with a single engine fighter. Is always less maneuvrable and has not the acceleration, he has better armament but in fact the 110 as an escort fighter had to be escorted by single engine fighters and we had to withdraw first the Stukas, Junkers 87, and then the 110 from the battle they could not stand the too high losses. I: Did this come as a major shock to the crews of the 110s? AG: Ja, it was a shock, but we knew that it would come. We knew this from exercises. Before the war. We could learn in this maneuvers that the Stuka and the 110 would not, would not be used for long time to [unclear] because the performance were not. Performance were compared to single engine fighters were too low. I: Your famous comment about the, to Göring about the Spitfires, giving you a squadron of Spitfires, you feel that perhaps would not have made the difference either? AG: Göring came during the battle of Britain with this special train in the Pas-de-Calais and he ordered Mölders and myself to come. And he blamed us for half an hour for not performing the escort. Our bombers wanted to have the fighters sitting on their wing, on their wing tips but by doing this with the 109 we could not stay, we could not fight, we needed speed and this, our speed was not higher than the bomber formation speed, with outside bomb, so the bombs were hanging there. We had to cross over the and below the formation, but was a higher speed and the bombers did not like it. And Göring blamed us, we should sit on their wing tip, we should not leave this position, we should defend the bombers, and I told him we can only defend the bombers by being aggressive, by being offensive, we have to attack the enemy fighters. And this we can only do when we have a higher speed. And Göring said: ‘Don’t talk such a bla bla, you have the best fighter of the world, the Messerschmitt 109 and everybody knows it, this world war I fighter aircraft’. And finally after half an hour he finished this blaming and he asked Mölders: ‘What can I do to improve the fighting capacity of your wing commanders at this time?’. And Mölders said he wanted to have the Messerschmitt 109 with the more powerfull Daimler-Benz 605 M engines, that was an engine with a higher capation [unclear] and this octane 100 fuel. And Göring said to his aide: ‘Take a note, Mölders will get the first engines’. And then he said: ‘What can I do for your wing?’. And I said: ‘Please Reichsmarschall equip my wings with Spitfires’. [laughs] I do not know, what gave me the courage. [all laugh] Göring was standing there, he was unable to say anything. He looked at me, he turned around and [unclear], trying to restrain. I: That is legend, sir, it is legend now. AG: But, I never did get the Spitfire. Mölders did get the engines, but I never got. But I was not punished, [unclear], I was not punished, I expected. I: You were respected for us. In your opinion, if Leigh-Mallory had controlled 11 Group with his big wing tactics and Keith Park had controlled 12 Group in the battle of Britain, the two group commanders, do you think the outcome would have been the same? AG: Ja, this is, as I said, true English question. I know this and I believe it would have been good to have a bigger formation than only one wing, only one squadron. But not the only group in one wing. So wings with forty, more or less, forty aircraft or twenty to forty, that would be the best in my opinion. I: Why were Messerschitt 109s not fitted with dropable fuel tanks during the battle of Britain? AG: That was a real mistake, absolutely was forgotten or they were not available, we have used in Spain already as I told you, but for the 109 we did not, we did not [unclear] I: And yet it would have helped your range. AG: It would have helped but we would have, had to drop the tanks already when we came over England. I: Yes. AG: Because the dogfight, fighter against fighter, with drop tanks ist not very [unclear]. So later on when we got them, Göring extended an order not to drop the tanks, only when we were attacked. I: One of the major factors was that the Luftwaffe didn’t concentrate its attack on the communications network and particularly the radar stations. Why was that so? AG: A mistake. I: Again a mistake. AG: Absolutely a big mistake. I: You knew about them. AG: Ja, we knew of them, we had photos and it was a mistake. It was a mistake to finish the attack against Fighter Command was a mistake also, we should have continued. Ensure the british fighters did not come up when we came only by fighter. We had to use some bombers to go with us, to drop some bombs, to force the british fighters to come up. But to switch over from the battle against Fighter Command to the attacks on London was a terrible mistake. I: How would you compare the Messerschmitt 109e with the Mark I Spitfire and Hurricane? I believe yours actually had Mickey Mouse on its, why did you have Mickey Mouse as your logo? AG: When I was in Spain, Mickey Mouse had just come up everywhere and one of the pilots already in operations had the Mickey Mouse. And I did like this, I said, I will take the Mickey Mouse also, modified it a little bit and then I was told I should not use the Mickey Mouse because it was an American. I: Yes, quite. AG: Toy and this did make me decide to have it at all, to keep it and I kept it all the time. I: Yes, indeed. AG: I still today in my car [laughs]. I: And how do you think the 109 compared to the Spitfire then? The 109e? AG: The e was not the best, the g was later better, g4. The Messerschmitt was, besides bad conditions in taking off and landing, based on this narrow undercarriage. The Me 109 had only one advantage, that was the fuel injection of the engine. We could easily use, manoeuvre was negative g, [unclear] I: Yes. AG: And the engine would drive perfectly, would not stop. We knew it was the carburator immediately when you get negative g and it stops. So, we could, when we were fired, we dropped only the nose down, and always more down and we could escape. This was a advantage. In other flying conditions both types, the Spitfire and the 109 were more or less equal. Acceleration. Manouvreability was better in the Spitfire, the Spitfire had a lower wingload, had a lower wingload and was better in manoeuvre, but acceleration were more or less the same. I: Yes. I understand, Sir, that you had three brothers who were also fighter pilots with the Luftwaffe. Did they see service throughout the war with you? AG: Ja, Ja. First came my younger brother to my wing. He started as a anti-aircraft and he was unhappy there, I took him out and he got a special training and then he came to my wing. And he became very soon a very capable, very good fighter pilot, very good. He had in his time 57 victories between b7, four-engine B-17s, was a high number. And he got the Ritterkreuz, this decoration we had. And my younger brother, the youngest brother, he had some difficulties, he came also from the anti-aircraft and had also a special training. I took him in my wing and in the beginning he had very high difficulties and he asked me to help him. So, I went with him to his 109 and he was sitting in the aircraft, immediately I saw he was sitting in the wrong way in the cockpit. When you had not the right position, then, the, what is when you are shooting? I: Gunsight. AG: Gunsight. Gunsight. He was sitting wrong behind the gunsight and this resulted in a mistake of his balance, of his shooting. I: Yes. AG: So, I corrected this [unclear] he got in the aircraft and from one day to the other he shot up. I: Really? AG: He was so happy. I also. He was a very young fellow, he died with twentythree years, he had 17 victories. And the elder one, he was, was a bad fighter. He was really a bad fighter, he wasn’t able to do anything, he was hopeless, so I managed to get him to the air reconnaissance 109. He flew there but he was not successful [unclear]. I: Did the two other brothers today survive the war with you? AG: Only the elder, only the elder one but in the mean time he died also. Ten years ago. I: Alright. I understand that at one time your crew chief was actually given a rocket for saving your life. What’s the story behind that? AG: He one time did install an additional I: Armour plate AG: Plate, I: Armour? AG: Armour, armour plate behind me. And this armour blade went over my head and he didn’t tell me when I crossed the cockpit and were taking off, I shut the roof and I hit my head terribly and I blamed him: ‘You did not tell me you installed this’. ‘Wait, when I’m back I will tell you something’. And during this mission, I was shot down and I got an impact on this plate, exactly on this plate. [everybody laughs] So I didn’t blame him, I gave him zweihundert Marks and a special leave. I: Yes. There is one well-known photograph of your Messerschmitt with a modification of a gunsight. It’s a well-known photograph. AG: Was a mistake. I: Was it? AG: Was absolute a mistake. I thought I could use it for shooting on a longer distance but I learned immediately it is good for nothing, it wasn’t even good to identify the planes. When you have a plane in front, sometimes it is difficult to decide is it 109, or is it Spitfire. So, I thought when I looked through this, I can make it out [unclear] you cannot get it concentrated in anything so I decided to get [unclear]. But this aircraft, many times it has been photographed and many times on many photos it appears with the gunsight. We had not, we had a simple gunsight I have to [unclear] this was a fixed gunsight but what we had needed was a gunsight which was directed by I: Gyro, AG: BY gyro, I: By gyroscope. AG: By gyro. This we have needed terribly. We got it finally late in ’44 but it didn’t work properly. So this was an advantage on the british you had this gyroscopic gunsight, which made shooting in terms much easier. I: Without Operation Barbarossa, the attack on the Soviet Union in 1941, would the American 8th Air Force and Bomber Command, in your opinion, have been able to sustain the bomber offensive? AG: No, no. We were already so much beaten at this time, we would have more fighters available for the air defense and the losses would have been higher on the other side but we could, would not have been able to stop the air offensive. The western allies, the English, the British, they did a very clever thing, to split up the air offensive in day and night offensive and the british concentrated completely on the night. This was very clever, very clever. So, we had to build up a nightfighter airforce, nightfighter force, which did not exist at the beginning of the war. Göring said: ‘Nightfighters? We don’t need them. It will never be a night bombing’. So, when he made the decision, it was a decision, it was [unclear] this. He did not accept anything what was critical or negative of the airforce, everything was first class what he did. I: Were you ever in charge of the night fighters? AG: Ja, I was in charge and this after the catastrophe of Hamburg. In this case, Kammhuber, general Kammhuber was responsible for the night fighters and he was a very stupid man, he didn’t fly himself and he gave orders which the night fighters didn’t accept anymore. He was using one night fighter against the incoming bombers and he could only guide one fighter. And at this time, when the Bomber Command switched over to the bomber stream, all the night fighters wanted to follow the stream, they could see it by night, depending from the visibility but with lighting from the ground and with the fire over the towns, our night fighters could see the bomber stream and by the bombers they shoot their fire, they could follow this stream but Kammhuber did not allow our night fighters to go with the stream, to follow. So, they came, the night fighters came to me and they said: ‘You must help us. Our commander, Kammhuber, he bind us on one radar, in the range of one radar, in a circle of 120 km, he bind us and we want to follow’. We used Window the first time in Hamburg and this did lead to a complete catastrophe of Kammhuber’s tactic. So I had to tell this Göring and Kammhuber was released of the [unclear] and he went over to fleet commander, airfleet commander North, 5th airfleet. I: In Norway. AG: Norway. And he blamed this on me, Kammhuber, they said. He didn’t say to me but he was convinced I had originated this trouble. And I had, so we had not a very good relationship [unclear]. And after the war Blank was the first man who did set up the beginning of the air force and Blank wanted to have me as the first commander of the air force. And he invited me to come and talk to me and he said: ‘I did not want to have high ranking officers of World War I in the new air force, they are too old. So, everybody has voted for you, you should be the first commander of the air force, when you accept it’. And I said: ‘I am coming from Argentina, I have no idea what is going on here, I must be, first get a complete information what is done, what is planned and so on’. And then finally this was done and I decided to go up to do it, that [unclear] did say this to Blank. Then came a stop on the rebuilding of our new air force because the French blocked, they blocked this, was the European Defense Committee, Community and [unclear] came up this time. And the French did stop the European Defense Committee. So, and this was one time delayed and then this time Kammhuber came as the first commander of the air force because Blank did change against Strauss, Strauss being Bavarian he brought Kammhuber with him, who was also Bavarian and he was [unclear] over. Kammhuber did build up the air force. Was a nice story. When Kammhuber was in charge of the night fighters, I had to see him in order to use his night organisation also during daytime. Kammhuber did denie this completely, he said: ‘No, I have set up for the night fighters and you are day fighter, and they will set up your organisation, radar and everything’. And I said: ‘No, that is not true, we are not so rich that we can do this. This is a hotel with a hotel organisation, we have a night porter and a day porter, you are the night porter, I am the day porter’. We blamed for hours, we could not convince, and then he said: ‘ [unclear] I will show a complete new radar installation I have just set up’. And we went in his car, a big Mercedes, open Mercedes, his big flag as commanding general on front and there was a soldier of the infantry [unclear] He blocked us and said: ‘Your passport’. Kammhuber said: ‘Don’t you know me?’ ‘No. Passport’. [unclear] said: ‘Do you know this flag? I am your commanding officer’. He said: ‘This can be said by everybody. Passport.’ Kammhuber made a head like this and finally he said: ‘Do you know him?’. He looked at me and said: ‘Ah, I believe I have seen him on a [unclear], on a newspaper, in front of a newspaper, a big photo. I think that this is Major Mölders, then you can go’. [unclear] He was [unclear] also, Major Mölders. I: I’ve been asked by some of the veterans who flew from the Yorkshire fields, where we are from, from 5 Group and 6 Group veterans, what were your feelings towards the night bomber crews, when you were general of night fighters? AG: I didn’t understand too much about night fighting, I must say this, I’m a complete day fighter, and [coughs] we had a saying as dayfighters: the night is not good for fighter pilots, the night is good for bitches, but not for fighters. But really this was a good organisation and also the guiding systems we had in the night fighters they were very fine, very very fine. And the night fighters did have a better fighter, leading fighter, guiding organisation than any fighters had but they did not need it. I: This was Wild Boar and Tame Boar. AG: Ja. I: After the raid on Schweinfurt-Regensburg, did you think the 8th Air Force could be stopped by the Luftwaffe? AG: No, I did not believe this, there were too many mistakes done and too many things were not performed. When Hamburg occurred, everybody, Göring did call a big meeting and all important men were present at this meeting. There was a unique opinion, we have now to change the priority and we have to give the air defense first priority. And we have to stop everything else but we have to concentrate all our power on air defense. Göring was convinced and he decided to bring this up to Hitler immediately. This meeting was in Hitler’s headquarters, Wolfsschanze in East Prussia. So Göring went to Hitler. He came back after one hour, he was completely destroyed, he broke down in his quarter and finally he ordered [unclear] and myself to come and he said: ‘Hitler has not accepted our plan. Hitler has decided to build up a new attack air force, a new bomber air force to bomb England. Bombing can only be stopped by bombing, not by air defense’. And he had explained this to me and Hitler has right. He fall down completely, he is right as he is always right. The way through air defense is too far away and we were stopped, we were blocked from continue bombing aim. So Peltz, general Peltz, a young fellow was made the attack guidance, the attack commander in England. This was immediately after Hamburg. I: 1943. AG: Ja. Unbelievable, unbelievable. I: Was this the beginning of what they call the Bedeker Raids? AG: Ja. I: Where they used the Bedeker Atlas to bomb. AG: Ja. I: May I ask you general? AG: Göring was not stupid, he was a clever man. He knew this was wrong, but he has never resisted Hitler. When Hitler gave an order, he immediately was of the same opinion, because Göring was not a man for combat, was not a man for fight, was not a man for war. Göring wanted to continue his life as the most richest man in Europe, he wanted to be brilliant and he didn’t like the war at all. I: Without a western front to defend, could Operation Barbarossa have succeded? AG: Could? I: If Germany had not been fighting on two fronts, could you have succeeded with the attack on the Soviet Union? AG: With the attack on the Soviet Union. It is difficult to decide but we were close to win the battle, but we have been blocked again by beginning the offensive against Russia by the Italians. When you have the Italians as your allies, you have 50% of the war already lost, you we can be sure. [UI and UI2 laugh] Really. The Italians have started the war in Africa, so this did force us to go to Africa. Then, Germany wanted to take over Malta. Mussolini said: ‘No, Malta, we will take over. You can take Greece’. And we took Greece with much losses and it was not good for nothing, I know. And the Russian campaign has been delayed by the Italians again, this time by the war in the Balcans, by attacking Albania. And we had to go to the Balcans. This [unclear] a delay of half a year. Again our allies deterred us. So I still am going to say, if we could have won the war, I think we could have broken the power of Russia, we could have. We were close to Moskow and if we would have started half a year earlier, everything would have been much more in favour. I: A huge country of course. AG: Ja. I: You were a pallbearer at the funeral of Ernst AG: I knew the war was lost, was probably or was not to be won, there is a difference, already in 19, in the second war Russian campaign, this was I: 1942. 1942. AG: 1942. In this year I remember conversations I had with the chief of staff of the Air force, Jeschonnek, who told me: ‘You can believe me the war cannot be won anymore’. I said: ‘I agree competely’. But we were not allowed to talk about this, to tell this anybody. And we, ourselves, we fighters, young people, we knew the war could not be won anymore but we hoped, did heartly hope, that the war could be brought to an better end. This means, the unconditional surrender condition, this was something we are fighting against up to the last man. I: You were a pallbearer at the funeral of Ernst Udet. When did you realise that he had committed suicide and what are your memories of Udet? AG: When we at the funeral of Udet, we were told by Göring, Göring could difficultly close his mouth if he wanted to talk. So, he did tell us what has happened and some weeks, three weeks before, I was with Udet one night in the special train of Göring in East Prussia. And Udet was completely broken, completely broken, he was blamed to be responsible for the armament which were not going up and [unclear] and this was true. Udet was responsible for the development, for test, and for armament, for building, for the industry, and this he could not do, he was not able to do this at all, he could not organise the industry and he did not have the help to do this correctly. And therefore, he missed completely, lost completely this order to build up the industry. But this was not the responsibility of Udet, this was the responsibility of Göring to make him responsible for this. There were other people, Milch is an example, was absolutely more capable to do this and the production went up when Milch took over the post of Udet. So, is this the answer? I: What are your memories of him as a person? AG: Oh, he was a wonderful man. He was a wonderful, charming man, he was an artist. He was joking, he was very much liked by everybody. He was a great flier, pilot and you could have a lot of joke with him. And we did have. UI. Yes. AG: He did like the whiskeys. I: And the ladies? AG: Also. I: [laughs] I understand that Douglas Bader was a guest of Geschwader 26 for a while. AG: Ja. I have the date here when he was shot up, that was in 1943. There was an incoming English Royal Air Force attack, Blenheims with escort of Spitfires, and we had a big fight over the Pas de Calais. This was my wing and the wing Richthofen, but in this case only my wing 26 was involved, we did shot down I think 6 Spitfires and 2 or 3 Blenheims, I shot a Blenheim down. And I shot, I combat also with Spitfires but I think [unclear] off 3 Blenheims and 6 Spitfires downed. And in the afternoon one of my group commanders phoned me and said: ‘We have shot down one incredible man, an English wing commander, by the name Bader, he said, Bader said wanted only to be called Bader. He has two wooden legs and you must invite him to come immediately, bring him my invitation. And Bader had to bail out and he left one of his wooden legs in the Spit and the Spit landed with out him and my mechanics could repair this wooden leg a little bit. So, I was called some days later, Bader can come now and visit you. And I did send him my biggest car and a good looking, first Lieutenant. Bader came on. I had informed myself a little bit about him and it was absolutely a great impression, from the first moment, this stepped on his two wooden legs. And Bader said to me: ‘Can you send a message to our side that I am safe in your hands and I wanted to have a second set of my legs, which I have in my [unclear] and a good pipe and tobacco’. I said:’ Yes, I will try it’. So, then I phoned Göring in the evening and said: ‘We have Wing Commander Bader here, a man with two wooden legs, unbelievable man, sympathic and [unclear] the rules [unclear] immediately’. And I said: ‘We wanted, or he, he wanted that we communicate to the other side, to the English side, he is in our hands and he wants to have a spare legs’. And Göring said: ‘You can do this, we have done this in world war one, many times, you can do this, I like this, I like this’, the meaning was [unclear]. So, we put it on the way of the international sea rescue. It was confirmed from the other side, I communicate this to Göring and he said: ‘How do you want to do this?’ I said: ‘We are waiting now that the English [unclear] and then we make a proposal, we make an open space with an airfield and we guarantee a safe landing and coming to our side and of course we will make some photos’. [laughs] I: Doctor Goebbels [laughs] AG: This, our message was confirmed through the other side and nothing happened two, three days and then came in the same way, in the same way, the same frequency, a message: in this present attack we are doing, we drop not only bombs, we drop also a case with the spare legs from Bader. They dropped our airfield [unclear], no, not [unclear], Saint-Omer, dropped a case with a parachute, I have photos of this, there were the spare legs, that was not very nice, we were disappointed. So Bader many time has visited me, for tea and then I showed him the aircraft from my wing and showed especially mine, my 109 and he wanted to step out, he mounted the cockpit immediately with his wooden legs, this is unbelievable. And as he was sitting in the aircraft, Heidi, you must being the photos, and he said, I showed him everything, explained [unclear] please can you start the engine [all laugh] all around the place, only around the place. I said, no wing commander, let’s stop this nonsense because I have two 109s for my own personal use and if you take off I would have to follow you. And I would have to shot at you again and I do not want to do this. He was laughing. Of course he has never expected that we would start it. Then he was brought back to the hospital and he made an escape from the hospital, on the sheets from the prisoners, he did borrow the sheets and came down from the second floor to the ground and the last sheet did broke and he did fall down and he hurt one leg again and he had to go the hospital. So, he was immediately captured again. When I heard this, that he had escaped again, I was [unclear] because I had shown him to much [unclear]. I would have had [unclear] perhaps but he came back and he did make another escape. This man was unbelievable. I: On that engagement when Bader was shot down by your Geschwader, there was another pilot and our research indicates that you shot him down and he lives in Sheffield, which is quite near to the Yorkshire museum. He is still alive today and he sends his best wishes to you. AG: Oh, thank you. That was on this occasion? I: Yes. Buck Kassen was his name and he was shot down and made prisoner of war the same time as Douglas Bader. And we interview him as part of this tape. AG: What is the name of this Spitfire pilot shot down in? I: [unclear] AG: My victory 56. He calls himself your victory 56. I: [unclear] FS: I’ll take some. I: May I ask you why did most of the Luftwaffe’s very high scoring aces, such as Hartmann, Barckhorn, Rall, why did they fly the Messerschmitt 109 rather than the Focke Wulff 190? AG: In the beginning, the 190 was not available, the 190 was only available for wings from April ‘43, so up to this date they could only use the 109. The 190 came later, it was not, was not ready for being used by the operational units. I: But even later, even later many of the aces still preferred the 109. AG: Maybe. I personally flew the 190 the last months of the war and my latest was the 262 of course. I: Yes. AG: But the 190 was much better for attacks on bombers. The 109 was absolutely better for fighting fights against fighters. Danke. The 190 had a lot of protection against the bomber fighter, the Spit [unclear] engine gave you a feeling of safety. I: Why did the death of one man, general Wever, bring about the scrapping of the german strategic bomber program and what were Göring’s and Jeschonnek’s views after the battle of Britain? AG: Wever was an army general but as an army general he had a great understanding for air war and Wever was also a follower of Douhet, this Italian general, the inventor of the strategic air war. And Wever did promote the four-engine big bomber, he did promote this. Unfortunately, he killed himself in a flying accident. He started a Heinkel 70 with the rollers blocked in Dresden, came down immediately. If he would have lived perhaps we would have had a four bomber air force also. I believe this. But then Udet went to the States and he was convinced by the American navy air force, which were, they were using these dive bombers, and Udet was convinced by them that was the way for people which have not big reserves on raw material, like Germany, to get the same result by picking up pinpoint targets. And really Udet did influence the air force, the top air force men, including Göring, that this was the way for Germany to have the Stukas instead of the four-engine bomber. [unclear] we can get the same result if we had the power station of a big plant or we destroyed your plant. This is the same result. So, at this time, an order was given that all the German aircraft, even the twin-engine Junkers 88, could have been used, should have been used in dive attacks. Also the Heinkel 177, which was the German four-engine bomber, in which two engines were blocked, bound together, they should also go in dive-bombing, which was a mistake, of course. I: When you were promoted to general in charge of fighters, sir, how old were you? You were a very young man, I believe. And how do you feel about succeeding Mölders? AG: 29, 29 years and I was practically the immediate successor of Mölders. I: How did you feel about that, sir? AG: I was not happy, I was absolutely unhappy in these days because I wanted to continue as wing commander. I was very unhappy in this position. I wanted to fight, only to fly. I already upset with, myself with Göring when I was made wing commander, because I did believe I so much paperwork to do that I could not fly anymore. My intention was to fight. I: Hitler awarded you the Germany’s highest award for bravery, the diamonds to your knight’s cross following your 94th victory. But I understand there was more to it than just the diamonds. You had quite a collection of diamonds in the end. AG: Ja. The first diamond I got was the Spanish cross with diamonds. That was a german award very nice with diamonds in the middle. This was awarded, I think, nine times. I: [unclear] AG: And next I got the diamonds to the oak leaves to the knight’s cross. And when I got this, Göring did had not seen it before and I was sitting in Göring’s train [unclear] and Göring looked at me and said: ‘Are these the diamonds the Führer gave you as highest german award?’. I said ja. ‘It cannot be’, he said, ‘take it off’. I took it off and gave them to him [unclear]. ‘Terrible, terrible, The Führer knows everything, knows every carrier of the [unclear], of the german army, the german, he knows the complete trajectory, every gun, but diamonds, he has no idea, not enough. I tell you, these are splinters. Little splinters, these are not diamonds. Give it to me, I will, I have a jewelier in Berlin, who will make you another set. You will see what diamonds are looking like’. So I took it off and gave it to him. Some weeks later, I was ordered to come to his house in Carinhall. ‘Galland, look at here, this are the splinters of Hitler, these are the diamonds of Göring, who knows about diamonds?’. So, he gave me both sets back, I had now twice. Then, he must have told this to Hitler because some weeks later I was asked to see Hitler and Hitler said: ‘My dear Galland, finally I’m in a position to award you with the final edition of [unclear] decoration. Look at this’. He gave me this case. ‘Take a look, [unclear]’. I did not know for what is this order to come, I had the diamonds from Göring, the big ones. And he said: ‘Can you see the difference? These are splinters’. ‘This is obsolete’. ‘No, you can wear this every day. They are expensive, the big ones here. When you are flying daily, take the other ones. The splinters’. I was about to explode. He gave me both sets back, I did three times now. And then came a time, I was so upset with Göring, I had so big fights with him. And he had in one big meeting in Munich Schleissheim, there were about forty officers in this meeting and he blamed the fighters in a terrible way. He said we were not anymore brave, we were scapegoats and good for nothing, we were decorated highly at the beginning of the war and we did not pay for it. And most of the pilots had with lies made their high decorations over England. When he said this, I took my decoration off, I was sitting opposite to him and hit it on the table. Göring finished this meeting and he tried to calm me down, but I said: ‘No, you should refuse this [unclear]’. I said: ‘Göring, I cannot do it, I cannot do it, [unclear] I cannot take my decoration on anymore’. And I did hang this number three [unclear] in my office in Berlin and this Olympic game installation and hang it on the neck of the wooden [unclear]and It was hanging there, I didn’t take my decoration for, I think, five months. And then Hitler one day saw a photo of mine on a newspaper, Berliner Illustrierte, and said:’Why is Galland not showing his decoration?’. And Hitler was told the Royal Air Force was bombing Berlin. And Hitler said: ‘You should [unclear] immediately and get a new [unclear]. I had to see Hitler without. And Hitler said finally: ‘Bad luck, but you have a new set’. But this is was number four. [laughs] And by the end of this war I was wearing this number four and I took this as prisoner of war with me, until we were asked to take it away. But I could keep this with me and [unclear] till today. That is the only set. The other sets, one was burned, two sets, [unclear] was liberated at the end of the war by the americans, I: They might be somewhere in America still, probably. AG: I talked to one man who has one set. I: Really? Amazing story. You were responsible for the fighter screen when the Gneisenau and Scharnhorst and Prinz Eugen made the famous Channel dash. How was this success achieved under the eyes of the RAF? AG: I was made responsible for this fighter escort, is true and I was in a meeting with Hitler and Hitler at the end of the meeting he took me away and said: ‘Do you believe this operation can be performed?’ And I told him: ‘It is possible, but the first condition, first and most important condition is complete, this operation is completely secret. And the English should not know about the operation, should not know when is going on and so on, completely secret and Hitler said: ‘Yes, I agree 100%’. ‘But’, I said, ‘there is a lot of risk in war’. Hitler said: ‘In all my operations, the last years, the biggest risk was the [unclear], it was true, he always was playing with this risk, in an incredible [unclear]. Hitler agreed and when the operation were prepared very much in detail and seriously, very seriously. And I invented the callname, the codename for this operation. I: Really? AG: I invented Donnerkeil. This was not accepted by the navy. The navy called it, what was it? I: Cerberus. AG: Cerberus, Cerberus, they called it Cerberus. And this was good and in so far as the British secret service knew about this was [unclear], not in detail but they knew, we were preparing it. They did believe this were two different operations, they did not bring the two operations together, so this was an advantage. And then our highest chief of the communication, Martini, he did use for the first time a big system of disturbing the English radar and this disturbation gave the English the impression we were coming in with big [unclear], with big offensive formations and this did help a lot. And the weather did help a lot, it was a miserable weather and on the English side, not in France, nothing, this did help us also. So, we had finally the success based on a lot of luck, lot of luck and our fighters were brave, fighting very very brave. I remember I had my two brothers in this operation and they told me. I: And a very british Victoria cross was ordered in that operation too. What are your memories of the ace Hans-Joachim Marseille? And how did you regard him as a fighter ace, in comparison to Hartmann? AG: In my book, the virtuoso, [unclear] but he was a single fighter, also was not a [unclear], nobody could follow him, he did fly like Richthofen, more than Richthofen I: As a loner, as we would say. AG: He was not able to guide four fighters there. And he got so impacts I think in his last [unclear] and he did make a mistake by escaping from the aircraft. He didn’t make a [unclear] but he did in the beginning. And was pulling out and he hit the tail. Later, I personally did escape twice by our new method took the nose up, engine down, nose up and then we pushed the bottom very strongly unclear], the aircraft did make this motion and in this situation the pilot was ejected really, the pilot was flying up ten meters, thirty feet and this was this [unclear] method risky. AG: Ja, we’re finished now. I: We could move to the end of the war. So, Germany’s experience with jet fighters where of course the Messerschmitt 262 was the first operational combat jet fighter in the world. Do you feel that that aircraft, if it had been available in sufficient numbers in 1943, could have altered the bombing offensive? And what was it like to fly? What was it as an aeroplane?1 AG: I’ve known this airplane I think in June ‘43 the first time and I have made a report on this, I have a copy of this. On Saturday the 22 of May ’43. I’ve flown this aircraft in Ausgburg, taking off in Ausgburg, is a Messerschmitt plant and this a report about this first flight addressed to Feldmarschal Milch. He was responsible man for armament and for development. And I am saying, this aircraft [unclear] us complete new tactical possibilities, this is a revolution and I recommend therefore to stop the messerschnitt 262 development completely and to take this out of the plan. Concentrate only on the Focke Wulff 190 D development and all capacity and concentrate from now on to the 262. This will give us greatest chances supposed that the allies, the Americans and the English [unclear] continuing their operation on piston, only on piston driven fighter base and bombers. WE knew that they were also developing the Meteor and did not know when they were ready. But the 262 would have given us the biggest chance if we would have the time. The development of this project was stopped and delayed, later delayed by order of Hitler, because he was of the opinion that the war was shortly before to be won and developments would take more than one year to be finished, would come too late [unclear]. That was his argument. And without this [unclear] development, which was done by Messerschmitt and by Henkel, was done without being known by Hitler, was done in secret [unclear] of Hitler. Only in the last months of the war, when the aircraft was there, when the RAF made this first light tests, and this report, then he decided to use it only, only as [unclear] against the invasion. This is the aircraft, with which I will fight the forthcoming invasion, he said in my presence, this is the aircraft. I order this aircraft to not be used in any other form and should not be imagined in another operation as [unclear]. I: What was your opinion, sir, of the two other jet fighters that did see operational service or limited, the 162, the Heinkel 162 and of course the incredible Messerschmitt 163 Komet, the jet, rocket jet fighter? AG: The 163, the rocket fighter was already under development and I knew about this and this would have been a compliment for the anti-aircraft, only for the defense of certain objects, like the derrick oil plants. I was of the opinion that this plane could be used for this object protection with a certain success. It would have been that a lower flight plane target with flight time, with power was only 6 or 8 minutes but the aircraft was then so high up that it could make one or two attacks and then go down. This was only an additional aircraft for the air defense but the 162, this was a political development. It was supposed to set the Hitler I: Hitler Youth. AG: Hitler Youth on these planes then only with the training of gliders, which was completely wrong, completely wrong, I was against this development because I said youngsters cannot fly this plane with success, this is absolutely impossible. Secondly, the engine BMW 003 is not so practical, [unclear] that it can be used only one engine on one aircraft, we need two engines. And certainly the 163 with this engine behind the pilots and without the exit seat, this would result, every pilot who tried to bail out would land in the engine. So, I have fought against this plane because the concept was only based on a political wrong thinking, absolutely wrong thinking. And this should have been performed and executed by a, the youngsters and responsible for this was the fieldmarshal or the general, colonel general Keller. I: From the first world war. AG: Ja, from the first world war. And I took Keller with me to Nowotny on the day in which there was a , was shot down, hit the ground. In order, my intention was to show him what a jet operation does mean, more complicated than this and at the end of the war, when I was leading my JW 44 in Munich Ried, two or three handful of this 162 came to me and said we want to fly with you. They didn’t have any success at all. So this was, the 162 was a complete wrong concept from the beginning. A political development. UI. We’re getting near the end, sir, but can you very briefly tell us about JV 44? Is it correct that all the pilots have the night’s cross? AG: No, no, this is not correct. We had several pilots with the knights cross and most their officers and at the end of the war, pilots who were in hospitals or were in, wie heisst das [unclear]? the recovery stations, they came to me and said:’We want to be, we want to fly under you’, they all said: ‘we want to fight the end of the days with you’. And I have accepted this. So, in the last week or two last weeks, I only accepted such pilots who wanted to continue to fly. Pilots who said, [unclear] for family reasons or something like this and I do not want to fly anymore, he could do this, he would not be punished at all. This were only Freiwillige, free will pilots, [unclear] I: Volunteers. AG: Volunteers, volunteers. And Steinhoff had this terrible accident, he was the man who was responsible for operations in my group 44, strong and he believes he had hit a [unclear]. I believe he pushed the wrong button, Steinhoff was used to take off with flaps in and only when he reached, came close to the take off speed, then he dropped the flaps, this [unclear] a little bit [unclear] the take off. But in the Messerschmitt are two buttons, one is for undercarriage, one is for flaps and they are close together, you can see on old cockpits. I think, yes, he pushed the undercarriage. Then he tried to take off, he made a jump, restored its speed, came down with too early engines about 2000 feet after he came lifted from the ground, came down, he hit the ground and burned out. I: Did you see the crash? AG: Ja. I was number one, he was number four in my wing. This was the last, my last mission. Finnegan believes he should, this American guy, he came, I shot down two more others in this mission and I didn’t know if the second one was already finished so I made a turn, looked at this [unclear] and [unclear] gave me some shots [unclear]. [All laugh] I: Five more questions. AG: Finnegan or when the Americans say, you were shot down by Finnegan, that is not true, I could manage to get home, one engine was hit, ja, that is correct but I could manage to come down and manage a perfect landing with one engine on my base on which I had taken off, is not a victory. I: Not at all, an American-type victory. UI2: Unconfirmed probably. [All laugh] I: Five more questions, if I may. You are now 82 years of age? AG: Ja, unfortunately. I: How do you feel about the events of 55 years ago, during the battle of Britain, when you were fighting for your life, all this time, all this long distance from battle, how do you feel? AG: At this time when this had happened, we did never believe we would survive. Even in the last days of the war, when I flew the 262, I didn’t believe I would survive the war. I was real ready with my life, had a good life and [unclear] success, [unclear] success in my life and I always wanted to be better than others and I got the feeling to be better than others [unclear]. So, I am thankful for my life and I think it was an extraordinary class of life which I performed. And I thank God for being with you now and have survived all situations. And I have the experience of what I say. I have had so much responsibility during my military life and when I saw the terrible destructions of the allied airwar in Germany and I saw the people who did suffer in such terrible form, I had only the wish and the intention to fight up to the last minute in order to compensate, not to win the war. I: General Adolf Galland, this has been a real pleasure, sir, we greatly appreciate it. Thank you. Marvellous sir. I: Thank you sir. You are part of aviation history. AG: [unclear] I: Yes, yes, we do, we have some presentations for you. I: On the way here, sir, I had to pinch myself to make sure that it is real, that I am meeting Adolf Galland. A small gift, sir, on behalf of the Yorshire air Museum. AG: Thank you. I: Our air museum plan. AG: I’ve got quite a collection already. Unknown interviewer: General Galland, on behalf of everyone at the Yorkshire Air Museum, may I thank you for granting us this interview. It is greatly appreciated. AG: Ok. It is my pleasure. I: I may start with the first question. Is there a military tradition in your family? AG: Not at all. My, we came, my family came from France, we were Huguenots. And one of this Frenchmen who came over, one Galland was, was a French captain, the chivalry, it was the only [unclear] we have as military. I: Right. When did you first fly in an airplane? AG: Oh, I did fly my first time when I was sixteen. I flew in gliders, not very far from my home there were some, an area in which gliding course was done. And I started there in ’20, ’28, I was sixteen years old. I: I understand you set a record in your gilder. AG: Ja, that’s right, that’s right. A record in endurance. This area did not have very high mountains, there were only hills and I did for more than two hours, two hours twenty minutes, something like this. This was an area record. I: Ok. AG: With my own plane. I got a plane when I finished, [unclear]Schule, I finished UI2: Like University. AG: Ja. I: When did you decide to become a professional pilot and how did you achieve this? AG: I did it all during my schooltime. Before I left school, I decided to be a commercial pilot and I told this one Sunday, walking with my father outside and he asked me: ‘What do you want to be later on?’. And I said: ‘I want to be a commercial pilot in an airline’. ‘Ah’, he said, ‘don’t you want to study?’. I said, ‘No, I want to make my exam as a professional pilot’. And he said. ‘You can do this, but I have not learned that this is a profession. You can teach me, do you expect a regular fee or do you fly for tips?’ [UI laughs] AG: You can see how the times have changed. Now the airlines, they don’t like this joke. But they are making a lot of money also. And it is a fine profession. Also today, I think so. I: So you then go from the airline directly into the Luftwaffe? AG: No. The first year, at the end of the first year we were told that this was a commercial pilot school. The students were offered to become military pilots. We were told, commercial pilot doesn’t have good aspects for the future, but we will soon have military pilots and you can decide to switch over to the military career. I didn’t like this very much but there was no other questions. This was a strong invitation. I: [laughs] There must have been many applications to become a professional pilot in those days. AG: For the commercial side or the military? I: For the military. AG: For the military. No, we didn’t have any military organisation at that time at all, everything was, inexistent, was private, commercially or private or it was camouflaged, military. I: The black Luftwaffe. AG: The black Luftwaffe did start already in these days. I: Yes. AG: But most of the pilots were trained in Russia as you know, Lipezk, a Russian base, we had an agreement with Russia and we trained our people there. I: Were you there? AG: No, I have not been there. When Göring came in power, he cancelled this agreement with Russia and he started with Italy an agreement on a similar base. So, I was in the first group which was sent to Italy to be trained there, militarywise. We did not learn too much there in Italy. This agreement was not based on a good understanding between Göring and Balbo, maybe they had language problems, so the Italians did believe we were beginners and we knew already to fly. I remember one day, a French acrobatic pilot that had set up a record [unclear] inverted, invertedly and for two hours or so and we at this time did make acrobatics also there. So I decided when I was, when it was my turn to fly, I went up and go this way, I moved around the airfield all the time invertedly. To make a joke then they sent another airplane up, dropped down [laughs]. I: [laughs] Did you break the record? AG: No [laughs]. I didn’t have fuel for this. I flew for ten minutes or so, but I showed. UI2: What type of aircraft were you flying at that time, sir? AG: Italian aircraft. UI2: Italian aircraft. Macchi and [unclear]. I: When the Luftwaffe was formed officially in 1935, what was your first unit and what aircraft did you fly? AG: When I had finished the training, I was ordered to go to the first fighter group which was built close to Berlin, in Döbritz. This was the first group of the fighter wing Richthofen, of the new fighter wing Richthofen. So, I came to this wing as, I was lieutenant, but I was released as Leutenant and we were installed again as Kettenführer. I: Flight Commander. AG: Ja, something like this. But, very soon later die Tarnung, the camouflage was taken away and we were made Lieutenants again. I: I see. You would fly the Heinkel 51? AG: No, at this time we had the Arado 65. And then we had the Arado 68 and then came the 51. I: Heinkel 51. AG: The second group later was set up in Jüterbog, south of Berlin, as the second group that have the 51s already. I: Did you have any flying accidents in the early days? AG: [laughs] I had many accidents and many damages. Sometimes they called me the millionaire of the new Luftwaffe, it was for the value of the airplanes I had damaged or destroyed. [All laugh] AG: But this was overdoned a little bit. I had one terrible accident, with a Stieglitz, with a biplane by doing acrobatics. I was very good in acrobatics and I had to train for flight demonstrations, which were set up in different towns and I had to show there acrobatics in the Stieglitz. And in this case I had modified the horizontal stabilizer in order to get better flight conditions in inverted flights, but this resulted that the aircraft did have a complete [unclear] conditions in spin. And I couldn’t recover, I could not recover the plane from spin earlier enough so I hit the ground in this position about 45°, this was a terrible accident. I: I understand that after that [unclear] you are very good at passing eyetests. AG: [laughs], ja, it is true. In this case I had, the plane had an open cockpit and I had glasses and I destroyed one eye with a splinter from [unclear] glasses and I had a damage on the eye and this resulted in a shorter sight of this eye. And I knew I had to pass a new physical and so to be sure I learnt the numbers and the, was ist Buchstaben? I: Letters. AG: The letters. I learned the letters from the table and I knew them by memorising them and I passed my exam very fine. [laughs] I: The doctors they were bewildered. AG: Yes [laughs] I: [laughs]. Yes Can you tell us something about the airfighting in Spain with the Condor legion and just how much influence did Mölders have on evolving tactics for the Luftwaffe? AG: [clears throat] Mölders became my successor as squadron leader and he, my squadron was equipped with 51s and we did ground attacks. And we were very successful in, we were helping the army, the Spanish army in their advances. Mölders arranged to change the missions to real fighter missions and so his, my other squadron was equipped then with 109s and Mölders started then to find a new tactic. He really invented the open flying formation, finger-four formation and he also had set up a, set up the methods to train the pilots in this way. So we flew in a very open formation, two planes at the same altitude, about onehundred, onehundredfifty meters apart I: Apart. AG: From the other and we moved all the time this way in the air in a very open formation. And this had the advantage that the number two could see also, could observe the airspace. In a close formation, number two and number three are seeing nothing, nothing but the guide only. So the next two they are flying from here to there also in this open formation. And this was really invented and explored by Mölders, this is his merit, is no question. By the way, was later on also a very good formation leader. We have pilots, and another example is Hartmann, Hartmann was not a leader at all, he could only fly by his own, and many pilots, Udet was also such a pilot, couldn’t lead a formation, I was told. Mölders once told me: ‘I will tell you one thing, you can become a Richthofen, you can become a new Richthofen, I wanted to be a Boelcke’, this means he wanted to fly with his head, so he was convinced that he was taktisch. And he was [unclear]. I: Did you ever fly the Heinkel 112? AG: No, I was there when these people were doing [screams] this, the Olympic heroes there but I could not, I could not be pleased by looking at the athletics. So I decided to sell my ticket, sold it. I went up to Warnemünde or in the North, on the East Sea and I did chase Swedish girls, was more pleasant. I: We have heard of your reputation. [laughs] Is another Galland legend. Did you ever fly the Heinkel 112? AG: No. I: Would it have been a better fighter than the Messerschmitt 109? AG: Ja, ja, it’s no question, would have been a much better fighter than the other plane but the plane was more expensive to be built. The wing profile was changing all the time. The wing of the 109 was much more, much easier to build and for much less money to build. And this was one of the reasons why it has been decided in favour of the 109. Especially the undercarriage of the 109 was very narrow and the plane did have a terrible tendency to loop, to break out in taking off and landing, specially with crosswind. The aircraft lost an unbelievable number of planes by, of 109s by accidents during the war. I: Would the extra range of the Heinkell had been an advantage to you in the battle of Britain? AG: Of course, it would have been, would have been an advantage, but it wouldn’t have been decisive. The outcome of the battle would have been more or less the same because the Luftwaffe was not build and was not equipped for a battle like battle of Britain, was not build for strategic airwar. The Luftwaffe was for defense, for air defense and also for helping the army. I: Tactical support. AG: Ja, tactical support. I: After Dunkirk, and the fall of France, did you think that the Luftwaffe could win the battle of Britain? AG: No, we did not believe this, we did hope it but we learned very soon that this was not possible. Lord Dowding was a very, very cleaver man in guiding his fighters the right way and he did not use the fighters so much as Göring did. He was a much better tactician than Göring. There’s no question. I: And yet he was sacked, he was discharged shortly after the battle of Britain by the High Command. AG: Yes. Dowding? I: Downing. AG: But he came back. I: Yes. Well, he was never honoured as he should have been for his part in the battle of Britain. Because mainly of Leigh-Mallory. AG: Ah ja. This are [unclear] conditions and we learned during the battle that Dowding was a very, very cleaver man and Göring had the intention, first to bring the English Fighter Command down and then to bomb England and bomb London by using this medium bombers we had, the Heinkel 111 mostly [unclear] we had the Junkers 88. But the [clears throat] the Stukas had to withdrawn from the battle very soon because they detect high losses, they could not be escorted [unclear]. So the next decision in favour of the Stukas was a mistake. Another mistake was the set up of the 110 formations, what we called Zerstörer, destroyer. It was supposed to be an escort fighter, but a twin-engine fighter aircraft cannot be compared with a single engine fighter. Is always less maneuvrable and has not the acceleration, he has better armament but in fact the 110 as an escort fighter had to be escorted by single engine fighters and we had to withdraw first the Stukas, Junkers 87, and then the 110 from the battle they could not stand the too high losses. I: Did this come as a major shock to the crews of the 110s? AG: Ja, it was a shock, but we knew that it would come. We knew this from exercises. Before the war. We could learn in this maneuvers that the Stuka and the 110 would not, would not be used for long time to [unclear] because the performance were not. Performance were compared to single engine fighters were too low. I: Your famous comment about the, to Göring about the Spitfires, giving you a squadron of Spitfires, you feel that perhaps would not have made the difference either? AG: Göring came during the battle of Britain with this special train in the Pas-de-Calais and he ordered Mölders and myself to come. And he blamed us for half an hour for not performing the escort. Our bombers wanted to have the fighters sitting on their wing, on their wing tips but by doing this with the 109 we could not stay, we could not fight, we needed speed and this, our speed was not higher than the bomber formation speed, with outside bomb, so the bombs were hanging there. We had to cross over the and below the formation, but was a higher speed and the bombers did not like it. And Göring blamed us, we should sit on their wing tip, we should not leave this position, we should defend the bombers, and I told him we can only defend the bombers by being aggressive, by being offensive, we have to attack the enemy fighters. And this we can only do when we have a higher speed. And Göring said: ‘Don’t talk such a bla bla, you have the best fighter of the world, the Messerschmitt 109 and everybody knows it, this world war I fighter aircraft’. And finally after half an hour he finished this blaming and he asked Mölders: ‘What can I do to improve the fighting capacity of your wing commanders at this time?’. And Mölders said he wanted to have the Messerschmitt 109 with the more powerfull Daimler-Benz 605 M engines, that was an engine with a higher capation [unclear] and this octane 100 fuel. And Göring said to his aide: ‘Take a note, Mölders will get the first engines’. And then he said: ‘What can I do for your wing?’. And I said: ‘Please Reichsmarschall equip my wings with Spitfires’. [laughs] I do not know, what gave me the courage. [all laugh] Göring was standing there, he was unable to say anything. He looked at me, he turned around and [unclear], trying to restrain. I: That is legend, sir, it is legend now. AG: But, I never did get the Spitfire. Mölders did get the engines, but I never got. But I was not punished, [unclear], I was not punished, I expected. I: You were respected for us. In your opinion, if Leigh-Mallory had controlled 11 Group with his big wing tactics and Keith Park had controlled 12 Group in the battle of Britain, the two group commanders, do you think the outcome would have been the same? AG: Ja, this is, as I said, true English question. I know this and I believe it would have been good to have a bigger formation than only one wing, only one squadron. But not the only group in one wing. So wings with forty, more or less, forty aircraft or twenty to forty, that would be the best in my opinion. I: Why were Messerschitt 109s not fitted with dropable fuel tanks during the battle of Britain? AG: That was a real mistake, absolutely was forgotten or they were not available, we have used in Spain already as I told you, but for the 109 we did not, we did not [unclear] I: And yet it would have helped your range. AG: It would have helped but we would have, had to drop the tanks already when we came over England. I: Yes. AG: Because the dogfight, fighter against fighter, with drop tanks ist not very [unclear]. So later on when we got them, Göring extended an order not to drop the tanks, only when we were attacked. I: One of the major factors was that the Luftwaffe didn’t concentrate its attack on the communications network and particularly the radar stations. Why was that so? AG: A mistake. I: Again a mistake. AG: Absolutely a big mistake. I: You knew about them. AG: Ja, we knew of them, we had photos and it was a mistake. It was a mistake to finish the attack against Fighter Command was a mistake also, we should have continued. Ensure the british fighters did not come up when we came only by fighter. We had to use some bombers to go with us, to drop some bombs, to force the british fighters to come up. But to switch over from the battle against Fighter Command to the attacks on London was a terrible mistake. I: How would you compare the Messerschmitt 109e with the Mark I Spitfire and Hurricane? I believe yours actually had Mickey Mouse on its, why did you have Mickey Mouse as your logo? AG: When I was in Spain, Mickey Mouse had just come up everywhere and one of the pilots already in operations had the Mickey Mouse. And I did like this, I said, I will take the Mickey Mouse also, modified it a little bit and then I was told I should not use the Mickey Mouse because it was an American. I: Yes, quite. AG: Toy and this did make me decide to have it at all, to keep it and I kept it all the time. I: Yes, indeed. AG: I still today in my car [laughs]. I: And how do you think the 109 compared to the Spitfire then? The 109e? AG: The e was not the best, the g was later better, g4. The Messerschmitt was, besides bad conditions in taking off and landing, based on this narrow undercarriage. The Me 109 had only one advantage, that was the fuel injection of the engine. We could easily use, manoeuvre was negative g, [unclear] I: Yes. AG: And the engine would drive perfectly, would not stop. We knew it was the carburator immediately when you get negative g and it stops. So, we could, when we were fired, we dropped only the nose down, and always more down and we could escape. This was a advantage. In other flying conditions both types, the Spitfire and the 109 were more or less equal. Acceleration. Manouvreability was better in the Spitfire, the Spitfire had a lower wingload, had a lower wingload and was better in manoeuvre, but acceleration were more or less the same. I: Yes. I understand, Sir, that you had three brothers who were also fighter pilots with the Luftwaffe. Did they see service throughout the war with you? AG: Ja, Ja. First came my younger brother to my wing. He started as a anti-aircraft and he was unhappy there, I took him out and he got a special training and then he came to my wing. And he became very soon a very capable, very good fighter pilot, very good. He had in his time 57 victories between b7, four-engine B-17s, was a high number. And he got the Ritterkreuz, this decoration we had. And my younger brother, the youngest brother, he had some difficulties, he came also from the anti-aircraft and had also a special training. I took him in my wing and in the beginning he had very high difficulties and he asked me to help him. So, I went with him to his 109 and he was sitting in the aircraft, immediately I saw he was sitting in the wrong way in the cockpit. When you had not the right position, then, the, what is when you are shooting? I: Gunsight. AG: Gunsight. Gunsight. He was sitting wrong behind the gunsight and this resulted in a mistake of his balance, of his shooting. I: Yes. AG: So, I corrected this [unclear] he got in the aircraft and from one day to the other he shot up. I: Really? AG: He was so happy. I also. He was a very young fellow, he died with twentythree years, he had 17 victories. And the elder one, he was, was a bad fighter. He was really a bad fighter, he wasn’t able to do anything, he was hopeless, so I managed to get him to the air reconnaissance 109. He flew there but he was not successful [unclear]. I: Did the two other brothers today survive the war with you? AG: Only the elder, only the elder one but in the mean time he died also. Ten years ago. I: Alright. I understand that at one time your crew chief was actually given a rocket for saving your life. What’s the story behind that? AG: He one time did install an additional I: Armour plate AG: Plate, I: Armour? AG: Armour, armour plate behind me. And this armour blade went over my head and he didn’t tell me when I crossed the cockpit and were taking off, I shut the roof and I hit my head terribly and I blamed him: ‘You did not tell me you installed this’. ‘Wait, when I’m back I will tell you something’. And during this mission, I was shot down and I got an impact on this plate, exactly on this plate. [everybody laughs] So I didn’t blame him, I gave him zweihundert Marks and a special leave. I: Yes. There is one well-known photograph of your Messerschmitt with a modification of a gunsight. It’s a well-known photograph. AG: Was a mistake. I: Was it? AG: Was absolute a mistake. I thought I could use it for shooting on a longer distance but I learned immediately it is good for nothing, it wasn’t even good to identify the planes. When you have a plane in front, sometimes it is difficult to decide is it 109, or is it Spitfire. So, I thought when I looked through this, I can make it out [unclear] you cannot get it concentrated in anything so I decided to get [unclear]. But this aircraft, many times it has been photographed and many times on many photos it appears with the gunsight. We had not, we had a simple gunsight I have to [unclear] this was a fixed gunsight but what we had needed was a gunsight which was directed by I: Gyro, AG: BY gyro, I: By gyroscope. AG: By gyro. This we have needed terribly. We got it finally late in ’44 but it didn’t work properly. So this was an advantage on the british you had this gyroscopic gunsight, which made shooting in terms much easier. I: Without Operation Barbarossa, the attack on the Soviet Union in 1941, would the American 8th Air Force and Bomber Command, in your opinion, have been able to sustain the bomber offensive? AG: No, no. We were already so much beaten at this time, we would have more fighters available for the air defense and the losses would have been higher on the other side but we could, would not have been able to stop the air offensive. The western allies, the English, the British, they did a very clever thing, to split up the air offensive in day and night offensive and the british concentrated completely on the night. This was very clever, very clever. So, we had to build up a nightfighter airforce, nightfighter force, which did not exist at the beginning of the war. Göring said: ‘Nightfighters? We don’t need them. It will never be a night bombing’. So, when he made the decision, it was a decision, it was [unclear] this. He did not accept anything what was critical or negative of the airforce, everything was first class what he did. I: Were you ever in charge of the night fighters? AG: Ja, I was in charge and this after the catastrophe of Hamburg. In this case, Kammhuber, general Kammhuber was responsible for the night fighters and he was a very stupid man, he didn’t fly himself and he gave orders which the night fighters didn’t accept anymore. He was using one night fighter against the incoming bombers and he could only guide one fighter. And at this time, when the Bomber Command switched over to the bomber stream, all the night fighters wanted to follow the stream, they could see it by night, depending from the visibility but with lighting from the ground and with the fire over the towns, our night fighters could see the bomber stream and by the bombers they shoot their fire, they could follow this stream but Kammhuber did not allow our night fighters to go with the stream, to follow. So, they came, the night fighters came to me and they said: ‘You must help us. Our commander, Kammhuber, he bind us on one radar, in the range of one radar, in a circle of 120 km, he bind us and we want to follow’. We used Window the first time in Hamburg and this did lead to a complete catastrophe of Kammhuber’s tactic. So I had to tell this Göring and Kammhuber was released of the [unclear] and he went over to fleet commander, airfleet commander North, 5th airfleet. I: In Norway. AG: Norway. And he blamed this on me, Kammhuber, they said. He didn’t say to me but he was convinced I had originated this trouble. And I had, so we had not a very good relationship [unclear]. And after the war Blank was the first man who did set up the beginning of the air force and Blank wanted to have me as the first commander of the air force. And he invited me to come and talk to me and he said: ‘I did not want to have high ranking officers of World War I in the new air force, they are too old. So, everybody has voted for you, you should be the first commander of the air force, when you accept it’. And I said: ‘I am coming from Argentina, I have no idea what is going on here, I must be, first get a complete information what is done, what is planned and so on’. And then finally this was done and I decided to go up to do it, that [unclear] did say this to Blank. Then came a stop on the rebuilding of our new air force because the French blocked, they blocked this, was the European Defense Committee, Community and [unclear] came up this time. And the French did stop the European Defense Committee. So, and this was one time delayed and then this time Kammhuber came as the first commander of the air force because Blank did change against Strauss, Strauss being Bavarian he brought Kammhuber with him, who was also Bavarian and he was [unclear] over. Kammhuber did build up the air force. Was a nice story. When Kammhuber was in charge of the night fighters, I had to see him in order to use his night organisation also during daytime. Kammhuber did denie this completely, he said: ‘No, I have set up for the night fighters and you are day fighter, and they will set up your organisation, radar and everything’. And I said: ‘No, that is not true, we are not so rich that we can do this. This is a hotel with a hotel organisation, we have a night porter and a day porter, you are the night porter, I am the day porter’. We blamed for hours, we could not convince, and then he said: ‘ [unclear] I will show a complete new radar installation I have just set up’. And we went in his car, a big Mercedes, open Mercedes, his big flag as commanding general on front and there was a soldier of the infantry [unclear] He blocked us and said: ‘Your passport’. Kammhuber said: ‘Don’t you know me?’ ‘No. Passport’. [unclear] said: ‘Do you know this flag? I am your commanding officer’. He said: ‘This can be said by everybody. Passport.’ Kammhuber made a head like this and finally he said: ‘Do you know him?’. He looked at me and said: ‘Ah, I believe I have seen him on a [unclear], on a newspaper, in front of a newspaper, a big photo. I think that this is Major Mölders, then you can go’. [unclear] He was [unclear] also, Major Mölders. I: I’ve been asked by some of the veterans who flew from the Yorkshire fields, where we are from, from 5 Group and 6 Group veterans, what were your feelings towards the night bomber crews, when you were general of night fighters? AG: I didn’t understand too much about night fighting, I must say this, I’m a complete day fighter, and [coughs] we had a saying as dayfighters: the night is not good for fighter pilots, the night is good for bitches, but not for fighters. But really this was a good organisation and also the guiding systems we had in the night fighters they were very fine, very very fine. And the night fighters did have a better fighter, leading fighter, guiding organisation than any fighters had but they did not need it. I: This was Wild Boar and Tame Boar. AG: Ja. I: After the raid on Schweinfurt-Regensburg, did you think the 8th Air Force could be stopped by the Luftwaffe? AG: No, I did not believe this, there were too many mistakes done and too many things were not performed. When Hamburg occurred, everybody, Göring did call a big meeting and all important men were present at this meeting. There was a unique opinion, we have now to change the priority and we have to give the air defense first priority. And we have to stop everything else but we have to concentrate all our power on air defense. Göring was convinced and he decided to bring this up to Hitler immediately. This meeting was in Hitler’s headquarters, Wolfsschanze in East Prussia. So Göring went to Hitler. He came back after one hour, he was completely destroyed, he broke down in his quarter and finally he ordered [unclear] and myself to come and he said: ‘Hitler has not accepted our plan. Hitler has decided to build up a new attack air force, a new bomber air force to bomb England. Bombing can only be stopped by bombing, not by air defense’. And he had explained this to me and Hitler has right. He fall down completely, he is right as he is always right. The way through air defense is too far away and we were stopped, we were blocked from continue bombing aim. So Peltz, general Peltz, a young fellow was made the attack guidance, the attack commander in England. This was immediately after Hamburg. I: 1943. AG: Ja. Unbelievable, unbelievable. I: Was this the beginning of what they call the Bedeker Raids? AG: Ja. I: Where they used the Bedeker Atlas to bomb. AG: Ja. I: May I ask you general? AG: Göring was not stupid, he was a clever man. He knew this was wrong, but he has never resisted Hitler. When Hitler gave an order, he immediately was of the same opinion, because Göring was not a man for combat, was not a man for fight, was not a man for war. Göring wanted to continue his life as the most richest man in Europe, he wanted to be brilliant and he didn’t like the war at all. I: Without a western front to defend, could Operation Barbarossa have succeded? AG: Could? I: If Germany had not been fighting on two fronts, could you have succeeded with the attack on the Soviet Union? AG: With the attack on the Soviet Union. It is difficult to decide but we were close to win the battle, but we have been blocked again by beginning the offensive against Russia by the Italians. When you have the Italians as your allies, you have 50% of the war already lost, you we can be sure. [UI and UI2 laugh] Really. The Italians have started the war in Africa, so this did force us to go to Africa. Then, Germany wanted to take over Malta. Mussolini said: ‘No, Malta, we will take over. You can take Greece’. And we took Greece with much losses and it was not good for nothing, I know. And the Russian campaign has been delayed by the Italians again, this time by the war in the Balcans, by attacking Albania. And we had to go to the Balcans. This [unclear] a delay of half a year. Again our allies deterred us. So I still am going to say, if we could have won the war, I think we could have broken the power of Russia, we could have. We were close to Moskow and if we would have started half a year earlier, everything would have been much more in favour. I: A huge country of course. AG: Ja. I: You were a pallbearer at the funeral of Ernst AG: I knew the war was lost, was probably or was not to be won, there is a difference, already in 19, in the second war Russian campaign, this was I: 1942. 1942. AG: 1942. In this year I remember conversations I had with the chief of staff of the Air force, Jeschonnek, who told me: ‘You can believe me the war cannot be won anymore’. I said: ‘I agree competely’. But we were not allowed to talk about this, to tell this anybody. And we, ourselves, we fighters, young people, we knew the war could not be won anymore but we hoped, did heartly hope, that the war could be brought to an better end. This means, the unconditional surrender condition, this was something we are fighting against up to the last man. I: You were a pallbearer at the funeral of Ernst Udet. When did you realise that he had committed suicide and what are your memories of Udet? AG: When we at the funeral of Udet, we were told by Göring, Göring could difficultly close his mouth if he wanted to talk. So, he did tell us what has happened and some weeks, three weeks before, I was with Udet one night in the special train of Göring in East Prussia. And Udet was completely broken, completely broken, he was blamed to be responsible for the armament which were not going up and [unclear] and this was true. Udet was responsible for the development, for test, and for armament, for building, for the industry, and this he could not do, he was not able to do this at all, he could not organise the industry and he did not have the help to do this correctly. And therefore, he missed completely, lost completely this order to build up the industry. But this was not the responsibility of Udet, this was the responsibility of Göring to make him responsible for this. There were other people, Milch is an example, was absolutely more capable to do this and the production went up when Milch took over the post of Udet. So, is this the answer? I: What are your memories of him as a person? AG: Oh, he was a wonderful man. He was a wonderful, charming man, he was an artist. He was joking, he was very much liked by everybody. He was a great flier, pilot and you could have a lot of joke with him. And we did have. UI. Yes. AG: He did like the whiskeys. I: And the ladies? AG: Also. I: [laughs] I understand that Douglas Bader was a guest of Geschwader 26 for a while. AG: Ja. I have the date here when he was shot up, that was in 1943. There was an incoming English Royal Air Force attack, Blenheims with escort of Spitfires, and we had a big fight over the Pas de Calais. This was my wing and the wing Richthofen, but in this case only my wing 26 was involved, we did shot down I think 6 Spitfires and 2 or 3 Blenheims, I shot a Blenheim down. And I shot, I combat also with Spitfires but I think [unclear] off 3 Blenheims and 6 Spitfires downed. And in the afternoon one of my group commanders phoned me and said: ‘We have shot down one incredible man, an English wing commander, by the name Bader, he said, Bader said wanted only to be called Bader. He has two wooden legs and you must invite him to come immediately, bring him my invitation. And Bader had to bail out and he left one of his wooden legs in the Spit and the Spit landed with out him and my mechanics could repair this wooden leg a little bit. So, I was called some days later, Bader can come now and visit you. And I did send him my biggest car and a good looking, first Lieutenant. Bader came on. I had informed myself a little bit about him and it was absolutely a great impression, from the first moment, this stepped on his two wooden legs. And Bader said to me: ‘Can you send a message to our side that I am safe in your hands and I wanted to have a second set of my legs, which I have in my [unclear] and a good pipe and tobacco’. I said:’ Yes, I will try it’. So, then I phoned Göring in the evening and said: ‘We have Wing Commander Bader here, a man with two wooden legs, unbelievable man, sympathic and [unclear] the rules [unclear] immediately’. And I said: ‘We wanted, or he, he wanted that we communicate to the other side, to the English side, he is in our hands and he wants to have a spare legs’. And Göring said: ‘You can do this, we have done this in world war one, many times, you can do this, I like this, I like this’, the meaning was [unclear]. So, we put it on the way of the international sea rescue. It was confirmed from the other side, I communicate this to Göring and he said: ‘How do you want to do this?’ I said: ‘We are waiting now that the English [unclear] and then we make a proposal, we make an open space with an airfield and we guarantee a safe landing and coming to our side and of course we will make some photos’. [laughs] I: Doctor Goebbels [laughs] AG: This, our message was confirmed through the other side and nothing happened two, three days and then came in the same way, in the same way, the same frequency, a message: in this present attack we are doing, we drop not only bombs, we drop also a case with the spare legs from Bader. They dropped our airfield [unclear], no, not [unclear], Saint-Omer, dropped a case with a parachute, I have photos of this, there were the spare legs, that was not very nice, we were disappointed. So Bader many time has visited me, for tea and then I showed him the aircraft from my wing and showed especially mine, my 109 and he wanted to step out, he mounted the cockpit immediately with his wooden legs, this is unbelievable. And as he was sitting in the aircraft, Heidi, you must being the photos, and he said, I showed him everything, explained [unclear] please can you start the engine [all laugh] all around the place, only around the place. I said, no wing commander, let’s stop this nonsense because I have two 109s for my own personal use and if you take off I would have to follow you. And I would have to shot at you again and I do not want to do this. He was laughing. Of course he has never expected that we would start it. Then he was brought back to the hospital and he made an escape from the hospital, on the sheets from the prisoners, he did borrow the sheets and came down from the second floor to the ground and the last sheet did broke and he did fall down and he hurt one leg again and he had to go the hospital. So, he was immediately captured again. When I heard this, that he had escaped again, I was [unclear] because I had shown him to much [unclear]. I would have had [unclear] perhaps but he came back and he did make another escape. This man was unbelievable. I: On that engagement when Bader was shot down by your Geschwader, there was another pilot and our research indicates that you shot him down and he lives in Sheffield, which is quite near to the Yorkshire museum. He is still alive today and he sends his best wishes to you. AG: Oh, thank you. That was on this occasion? I: Yes. Buck Kassen was his name and he was shot down and made prisoner of war the same time as Douglas Bader. And we interview him as part of this tape. AG: What is the name of this Spitfire pilot shot down in? I: [unclear] AG: My victory 56. He calls himself your victory 56. I: [unclear] FS: I’ll take some. I: May I ask you why did most of the Luftwaffe’s very high scoring aces, such as Hartmann, Barckhorn, Rall, why did they fly the Messerschmitt 109 rather than the Focke Wulff 190? AG: In the beginning, the 190 was not available, the 190 was only available for wings from April ‘43, so up to this date they could only use the 109. The 190 came later, it was not, was not ready for being used by the operational units. I: But even later, even later many of the aces still preferred the 109. AG: Maybe. I personally flew the 190 the last months of the war and my latest was the 262 of course. I: Yes. AG: But the 190 was much better for attacks on bombers. The 109 was absolutely better for fighting fights against fighters. Danke. The 190 had a lot of protection against the bomber fighter, the Spit [unclear] engine gave you a feeling of safety. I: Why did the death of one man, general Wever, bring about the scrapping of the german strategic bomber program and what were Göring’s and Jeschonnek’s views after the battle of Britain? AG: Wever was an army general but as an army general he had a great understanding for air war and Wever was also a follower of Douhet, this Italian general, the inventor of the strategic air war. And Wever did promote the four-engine big bomber, he did promote this. Unfortunately, he killed himself in a flying accident. He started a Heinkel 70 with the rollers blocked in Dresden, came down immediately. If he would have lived perhaps we would have had a four bomber air force also. I believe this. But then Udet went to the States and he was convinced by the American navy air force, which were, they were using these dive bombers, and Udet was convinced by them that was the way for people which have not big reserves on raw material, like Germany, to get the same result by picking up pinpoint targets. And really Udet did influence the air force, the top air force men, including Göring, that this was the way for Germany to have the Stukas instead of the four-engine bomber. [unclear] we can get the same result if we had the power station of a big plant or we destroyed your plant. This is the same result. So, at this time, an order was given that all the German aircraft, even the twin-engine Junkers 88, could have been used, should have been used in dive attacks. Also the Heinkel 177, which was the German four-engine bomber, in which two engines were blocked, bound together, they should also go in dive-bombing, which was a mistake, of course. I: When you were promoted to general in charge of fighters, sir, how old were you? You were a very young man, I believe. And how do you feel about succeeding Mölders? AG: 29, 29 years and I was practically the immediate successor of Mölders. I: How did you feel about that, sir? AG: I was not happy, I was absolutely unhappy in these days because I wanted to continue as wing commander. I was very unhappy in this position. I wanted to fight, only to fly. I already upset with, myself with Göring when I was made wing commander, because I did believe I so much paperwork to do that I could not fly anymore. My intention was to fight. I: Hitler awarded you the Germany’s highest award for bravery, the diamonds to your knight’s cross following your 94th victory. But I understand there was more to it than just the diamonds. You had quite a collection of diamonds in the end. AG: Ja. The first diamond I got was the Spanish cross with diamonds. That was a german award very nice with diamonds in the middle. This was awarded, I think, nine times. I: [unclear] AG: And next I got the diamonds to the oak leaves to the knight’s cross. And when I got this, Göring did had not seen it before and I was sitting in Göring’s train [unclear] and Göring looked at me and said: ‘Are these the diamonds the Führer gave you as highest german award?’. I said ja. ‘It cannot be’, he said, ‘take it off’. I took it off and gave them to him [unclear]. ‘Terrible, terrible, The Führer knows everything, knows every carrier of the [unclear], of the german army, the german, he knows the complete trajectory, every gun, but diamonds, he has no idea, not enough. I tell you, these are splinters. Little splinters, these are not diamonds. Give it to me, I will, I have a jewelier in Berlin, who will make you another set. You will see what diamonds are looking like’. So I took it off and gave it to him. Some weeks later, I was ordered to come to his house in Carinhall. ‘Galland, look at here, this are the splinters of Hitler, these are the diamonds of Göring, who knows about diamonds?’. So, he gave me both sets back, I had now twice. Then, he must have told this to Hitler because some weeks later I was asked to see Hitler and Hitler said: ‘My dear Galland, finally I’m in a position to award you with the final edition of [unclear] decoration. Look at this’. He gave me this case. ‘Take a look, [unclear]’. I did not know for what is this order to come, I had the diamonds from Göring, the big ones. And he said: ‘Can you see the difference? These are splinters’. ‘This is obsolete’. ‘No, you can wear this every day. They are expensive, the big ones here. When you are flying daily, take the other ones. The splinters’. I was about to explode. He gave me both sets back, I did three times now. And then came a time, I was so upset with Göring, I had so big fights with him. And he had in one big meeting in Munich Schleissheim, there were about forty officers in this meeting and he blamed the fighters in a terrible way. He said we were not anymore brave, we were scapegoats and good for nothing, we were decorated highly at the beginning of the war and we did not pay for it. And most of the pilots had with lies made their high decorations over England. When he said this, I took my decoration off, I was sitting opposite to him and hit it on the table. Göring finished this meeting and he tried to calm me down, but I said: ‘No, you should refuse this [unclear]’. I said: ‘Göring, I cannot do it, I cannot do it, [unclear] I cannot take my decoration on anymore’. And I did hang this number three [unclear] in my office in Berlin and this Olympic game installation and hang it on the neck of the wooden [unclear]and It was hanging there, I didn’t take my decoration for, I think, five months. And then Hitler one day saw a photo of mine on a newspaper, Berliner Illustrierte, and said:’Why is Galland not showing his decoration?’. And Hitler was told the Royal Air Force was bombing Berlin. And Hitler said: ‘You should [unclear] immediately and get a new [unclear]. I had to see Hitler without. And Hitler said finally: ‘Bad luck, but you have a new set’. But this is was number four. [laughs] And by the end of this war I was wearing this number four and I took this as prisoner of war with me, until we were asked to take it away. But I could keep this with me and [unclear] till today. That is the only set. The other sets, one was burned, two sets, [unclear] was liberated at the end of the war by the americans, I: They might be somewhere in America still, probably. AG: I talked to one man who has one set. I: Really? Amazing story. You were responsible for the fighter screen when the Gneisenau and Scharnhorst and Prinz Eugen made the famous Channel dash. How was this success achieved under the eyes of the RAF? AG: I was made responsible for this fighter escort, is true and I was in a meeting with Hitler and Hitler at the end of the meeting he took me away and said: ‘Do you believe this operation can be performed?’ And I told him: ‘It is possible, but the first condition, first and most important condition is complete, this operation is completely secret. And the English should not know about the operation, should not know when is going on and so on, completely secret and Hitler said: ‘Yes, I agree 100%’. ‘But’, I said, ‘there is a lot of risk in war’. Hitler said: ‘In all my operations, the last years, the biggest risk was the [unclear], it was true, he always was playing with this risk, in an incredible [unclear]. Hitler agreed and when the operation were prepared very much in detail and seriously, very seriously. And I invented the callname, the codename for this operation. I: Really? AG: I invented Donnerkeil. This was not accepted by the navy. The navy called it, what was it? I: Cerberus. AG: Cerberus, Cerberus, they called it Cerberus. And this was good and in so far as the British secret service knew about this was [unclear], not in detail but they knew, we were preparing it. They did believe this were two different operations, they did not bring the two operations together, so this was an advantage. And then our highest chief of the communication, Martini, he did use for the first time a big system of disturbing the English radar and this disturbation gave the English the impression we were coming in with big [unclear], with big offensive formations and this did help a lot. And the weather did help a lot, it was a miserable weather and on the English side, not in France, nothing, this did help us also. So, we had finally the success based on a lot of luck, lot of luck and our fighters were brave, fighting very very brave. I remember I had my two brothers in this operation and they told me. I: And a very british Victoria cross was ordered in that operation too. What are your memories of the ace Hans-Joachim Marseille? And how did you regard him as a fighter ace, in comparison to Hartmann? AG: In my book, the virtuoso, [unclear] but he was a single fighter, also was not a [unclear], nobody could follow him, he did fly like Richthofen, more than Richthofen I: As a loner, as we would say. AG: He was not able to guide four fighters there. And he got so impacts I think in his last [unclear] and he did make a mistake by escaping from the aircraft. He didn’t make a [unclear] but he did in the beginning. And was pulling out and he hit the tail. Later, I personally did escape twice by our new method took the nose up, engine down, nose up and then we pushed the bottom very strongly unclear], the aircraft did make this motion and in this situation the pilot was ejected really, the pilot was flying up ten meters, thirty feet and this was this [unclear] method risky. AG: Ja, we’re finished now. I: We could move to the end of the war. So, Germany’s experience with jet fighters where of course the Messerschmitt 262 was the first operational combat jet fighter in the world. Do you feel that that aircraft, if it had been available in sufficient numbers in 1943, could have altered the bombing offensive? And what was it like to fly? What was it as an aeroplane?1 AG: I’ve known this airplane I think in June ‘43 the first time and I have made a report on this, I have a copy of this. On Saturday the 22 of May ’43. I’ve flown this aircraft in Ausgburg, taking off in Ausgburg, is a Messerschmitt plant and this a report about this first flight addressed to Feldmarschal Milch. He was responsible man for armament and for development. And I am saying, this aircraft [unclear] us complete new tactical possibilities, this is a revolution and I recommend therefore to stop the messerschnitt 262 development completely and to take this out of the plan. Concentrate only on the Focke Wulff 190 D development and all capacity and concentrate from now on to the 262. This will give us greatest chances supposed that the allies, the Americans and the English [unclear] continuing their operation on piston, only on piston driven fighter base and bombers. WE knew that they were also developing the Meteor and did not know when they were ready. But the 262 would have given us the biggest chance if we would have the time. The development of this project was stopped and delayed, later delayed by order of Hitler, because he was of the opinion that the war was shortly before to be won and developments would take more than one year to be finished, would come too late [unclear]. That was his argument. And without this [unclear] development, which was done by Messerschmitt and by Henkel, was done without being known by Hitler, was done in secret [unclear] of Hitler. Only in the last months of the war, when the aircraft was there, when the RAF made this first light tests, and this report, then he decided to use it only, only as [unclear] against the invasion. This is the aircraft, with which I will fight the forthcoming invasion, he said in my presence, this is the aircraft. I order this aircraft to not be used in any other form and should not be imagined in another operation as [unclear]. I: What was your opinion, sir, of the two other jet fighters that did see operational service or limited, the 162, the Heinkel 162 and of course the incredible Messerschmitt 163 Komet, the jet, rocket jet fighter? AG: The 163, the rocket fighter was already under development and I knew about this and this would have been a compliment for the anti-aircraft, only for the defense of certain objects, like the derrick oil plants. I was of the opinion that this plane could be used for this object protection with a certain success. It would have been that a lower flight plane target with flight time, with power was only 6 or 8 minutes but the aircraft was then so high up that it could make one or two attacks and then go down. This was only an additional aircraft for the air defense but the 162, this was a political development. It was supposed to set the Hitler I: Hitler Youth. AG: Hitler Youth on these planes then only with the training of gliders, which was completely wrong, completely wrong, I was against this development because I said youngsters cannot fly this plane with success, this is absolutely impossible. Secondly, the engine BMW 003 is not so practical, [unclear] that it can be used only one engine on one aircraft, we need two engines. And certainly the 163 with this engine behind the pilots and without the exit seat, this would result, every pilot who tried to bail out would land in the engine. So, I have fought against this plane because the concept was only based on a political wrong thinking, absolutely wrong thinking. And this should have been performed and executed by a, the youngsters and responsible for this was the fieldmarshal or the general, colonel general Keller. I: From the first world war. AG: Ja, from the first world war. And I took Keller with me to Nowotny on the day in which there was a , was shot down, hit the ground. In order, my intention was to show him what a jet operation does mean, more complicated than this and at the end of the war, when I was leading my JW 44 in Munich Ried, two or three handful of this 162 came to me and said we want to fly with you. They didn’t have any success at all. So this was, the 162 was a complete wrong concept from the beginning. A political development. UI. We’re getting near the end, sir, but can you very briefly tell us about JV 44? Is it correct that all the pilots have the night’s cross? AG: No, no, this is not correct. We had several pilots with the knights cross and most their officers and at the end of the war, pilots who were in hospitals or were in, wie heisst das [unclear]? the recovery stations, they came to me and said:’We want to be, we want to fly under you’, they all said: ‘we want to fight the end of the days with you’. And I have accepted this. So, in the last week or two last weeks, I only accepted such pilots who wanted to continue to fly. Pilots who said, [unclear] for family reasons or something like this and I do not want to fly anymore, he could do this, he would not be punished at all. This were only Freiwillige, free will pilots, [unclear] I: Volunteers. AG: Volunteers, volunteers. And Steinhoff had this terrible accident, he was the man who was responsible for operations in my group 44, strong and he believes he had hit a [unclear]. I believe he pushed the wrong button, Steinhoff was used to take off with flaps in and only when he reached, came close to the take off speed, then he dropped the flaps, this [unclear] a little bit [unclear] the take off. But in the Messerschmitt are two buttons, one is for undercarriage, one is for flaps and they are close together, you can see on old cockpits. I think, yes, he pushed the undercarriage. Then he tried to take off, he made a jump, restored its speed, came down with too early engines about 2000 feet after he came lifted from the ground, came down, he hit the ground and burned out. I: Did you see the crash? AG: Ja. I was number one, he was number four in my wing. This was the last, my last mission. Finnegan believes he should, this American guy, he came, I shot down two more others in this mission and I didn’t know if the second one was already finished so I made a turn, looked at this [unclear] and [unclear] gave me some shots [unclear]. [All laugh] I: Five more questions. AG: Finnegan or when the Americans say, you were shot down by Finnegan, that is not true, I could manage to get home, one engine was hit, ja, that is correct but I could manage to come down and manage a perfect landing with one engine on my base on which I had taken off, is not a victory. I: Not at all, an American-type victory. UI2: Unconfirmed probably. [All laugh] I: Five more questions, if I may. You are now 82 years of age? AG: Ja, unfortunately. I: How do you feel about the events of 55 years ago, during the battle of Britain, when you were fighting for your life, all this time, all this long distance from battle, how do you feel? AG: At this time when this had happened, we did never believe we would survive. Even in the last days of the war, when I flew the 262, I didn’t believe I would survive the war. I was real ready with my life, had a good life and [unclear] success, [unclear] success in my life and I always wanted to be better than others and I got the feeling to be better than others [unclear]. So, I am thankful for my life and I think it was an extraordinary class of life which I performed. And I thank God for being with you now and have survived all situations. And I have the experience of what I say. I have had so much responsibility during my military life and when I saw the terrible destructions of the allied airwar in Germany and I saw the people who did suffer in such terrible form, I had only the wish and the intention to fight up to the last minute in order to compensate, not to win the war. I: General Adolf Galland, this has been a real pleasure, sir, we greatly appreciate it. Thank you. Marvellous sir. I: Thank you sir. You are part of aviation history. AG: [unclear] I: Yes, yes, we do, we have some presentations for you. I: On the way here, sir, I had to pinch myself to make sure that it is real, that I am meeting Adolf Galland. A small gift, sir, on behalf of the Yorshire air Museum. AG: Thank you. I: Our air museum plan. AG: I’ve got quite a collection already. I: I’m quite sure you must have. AG: Thank you. I: The history of our county town of York. You to have a look at. AG: Oh ja. I: We have to sign it. AG: You know there is a collection of signatures there. I: Yes. We are going to sign these as well. I: These are other people at the museum. AG: Oh ja. I: Would you be so kind as to sign some bits for ourselves, sir? AG: Ja. I: [unclear]I’m quite sure you must have. AG: Thank you. I: The history of our county town of York. You to have a look at. AG: Oh ja. I: We have to sign it. AG: You know there is a collection of signatures there. I: Yes. We are going to sign these as well. I: These are other people at the museum. AG: Oh ja. I: Would you be so kind as to sign some bits for ourselves, sir? AG: Ja. I: [unclear] bombing Fw 190 Gneisenau Goebbels, Joseph (1897-1945) Goering, Hermann (1893-1946) Hitler, Adolf (1889-1945) Ju 88 Me 109 Me 110 Me 163 Me 262 perception of bombing war Prinz Eugen Scharnhorst Spitfire