1 25 39 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1534/59018/BHemmingsKHemmingsKv1.pdf e15585ade02bca2d1a5e958f053acef6 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 Hemmings, Kenneth K Hemmings 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 2016-09-04 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 Hemmings, K Description An account of the resource Three items. The collection concerns Flight Lieutenant Ken Hemmings (b. 1925, 1868109 Royal Air Force) and contains his memoir and photographs. He flew operations as a flight engineer with 192 Squadron. The collection was loaned to the IBCC Digital Archive for digitisation by Colin Ballantyne 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 Ken Hemmings Autobiography Chapter 5 (1943 to 1947) Spatial Coverage Spatial characteristics of the resource. Great Britain England--York England--Scarborough England--Whitby Great Britain Miscellaneous Island Dependencies--Isle of Man England--Birmingham England--Wetherby England--Leeds Norway Norway--Tønsberg Germany Germany--Flensburg Netherlands Netherlands--Texel Germany--Kiel England--Norwich Denmark Denmark--Copenhagen Germany--Cologne Germany--Bonn Germany--Essen England--London Belgium Belgium--Blankenberge Germany--Celle Germany--Braunschweig Germany--Hamburg Germany--Berlin Germany--Sylt Germany--Hameln Belgium--Brussels Austria Austria--Hartberg Identifier An unambiguous reference to the resource within a given context BHemmingsKHemmingsKv1 Description An account of the resource A detailed autobiography of Ken's RAF service. Creator An entity primarily responsible for making the resource Ken Hemmings 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. Memoir Format The file format, physical medium, or dimensions of the resource 59 printed sheets Conforms To An established standard to which the described resource conforms. Pending text-based transcription 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. 100 Group 1663 HCU 192 Squadron 463 Squadron Advanced Flying Unit air gunner aircrew Anson anti-aircraft fire B-17 B-24 Beaufighter bomb aimer briefing C-47 Catalina Cook’s tour demobilisation Distinguished Flying Cross Distinguished Service Order FIDO flight engineer Flying Training School Gee ground personnel H2S Halifax Halifax Mk 2 Harvard He 111 Heavy Conversion Unit Initial Training Wing Ju 88 Lancaster Me 109 Me 110 Me 163 Me 262 Me 410 medical officer mess mid-air collision military discipline military living conditions military service conditions Morse-keyed wireless telegraphy Mosquito navigator Navy, Army and Air Force Institute Oxford Photographic Reconnaissance Unit pilot prisoner of war Proctor radar RAF Benson RAF Burnaston RAF Calveley RAF Foulsham RAF Heaton Park RAF Hornchurch RAF Locking RAF Melksham RAF Paignton RAF Rufforth RAF St Athan RAF St Eval RAF Torquay Schräge Musik searchlight Spitfire sport Stirling Sunderland Tiger Moth training Victory in Europe Day (8 May 1945) Wellington Window wireless operator Women’s Auxiliary Air Force York https://ibccdigitalarchive.lincoln.ac.uk/files/original/2318/51461/MBlewittT562676-180208-080001.jpg a2492719bbb87276f10c535283c30faa https://ibccdigitalarchive.lincoln.ac.uk/files/original/2318/51461/MBlewittT562676-180208-080002.jpg a21aabfb06d4e3c0dab948c63b1c3da2 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2318/51461/MBlewittT562676-180208-080003.jpg 9bb85a458d0e3cd6ea6b9927af711662 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 Blewitt, Trevor Description An account of the resource 99 items. The collection concerns Flight Sergeant Trevor Blewitt (b. 1911, 562676 Royal Air Force) and contains documents, objects and photographs. He served as an aircraft fitter. Three albums contain photographs of Trevor, other personnel, aircraft and places concerning his service. <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2875">Album one</a>  <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2876">Album two</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2877">Album three</a> The collection was loaned to the IBCC Digital Archive for digitisation by Paul Blewitt and catalogued by Lynn Corrigan. Date A point or period of time associated with an event in the lifecycle of the resource 2018-02-08 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 Blewitt, T 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 Aircraft hydraulic equipment Description An account of the resource Instruction handbook. The cover is inscribed 'No:574924 Cpl M Oram, Hut B48, 2 Wing, 5.S.OFT.T, RAF Locking, Weston-Super-Mare, Somerset'. This item is available only at the University of Lincoln. Creator An entity primarily responsible for making the resource R H Bound 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 Format The file format, physical medium, or dimensions of the resource One booklet Identifier An unambiguous reference to the resource within a given context MBlewittT562676-180208-080001; MBlewittT562676-180208-080002; MBlewittT562676-180208-080003; Type The nature or genre of the resource Text Text. Training material Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset 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 RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/2829/50191/SBondS-ODellBv10004.pdf 4f9132cb4c3372faafad9bc9ed6b1d18 https://ibccdigitalarchive.lincoln.ac.uk/files/original/2829/50191/SBondS-ODellBv10005.jpg c7159708b6eff5fb0932ec80226685ca 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 O'Dell, R C Description An account of the resource One item. Collection concerns Flight Sergeant R C (Bob) O'Dell, J44150 who flew operations as a Halifax flight engineer on 408 Squadron. Collection contains a transcript of a discussion with Steve Bond. 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. Contributor An entity responsible for making contributions to the resource SBondS-ODellBv1 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 Bob O'Dell Description An account of the resource Completed 13 operations on 408 Squadron. Comments that he did not complete his tour as the war ended. Mentions first operation was to Bremen and last to Heligoland. Comments on his Canadian crew and mentions names and ranks, Covers his training starting as pilot and then as no longer required was selected as a flight engineer. Outlines his training and then crewing up. Goes on to describe his post war career with posting to India, after his crew returned to Canada. Talks about flying the Halifax, List his crew and tables all his operations. Includes contemporary colour photograph of Bob O'Dell. Creator An entity primarily responsible for making the resource R C O'Dell S Bond Date A point or period of time associated with an event in the lifecycle of the resource 2007-04-19 Temporal Coverage Temporal characteristics of the resource. 1944 1945 1947 1945-02-04 1945-02-05 1945-03-15 1945-03-19 1945-03-21 1945-03-22 1945-03-24 1945-03-25 1945-03-31 1945-04-04 1945-04-05 1945-04-08 1945-04-09 1945-04-10 1945-04-13 1945-04-14 1945-04-18 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Bedfordshire Germany Germany--Bremen Germany--Helgoland England--London England--Yorkshire England--Manchester England--Somerset Wales--Glamorgan Canada India India--Mumbai Germany--Bonn Germany--Castrop-Rauxel Germany--Witten Germany--Krefeld Germany--Dorsten Germany--Gladbeck Germany--Münster in Westfalen Germany--Hamburg Germany--Hamburg Germany--Leipzig Atlantic Ocean--Baltic Sea Germany--Kiel England--Wiltshire 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 Canadian 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 Four page printed 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-ODellBv10004, SBondS-ODellBv10005 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. 1664 HCU 408 Squadron 6 Group air gunner aircrew bomb aimer bombing of Helgoland (18 April 1945) flight engineer Halifax Heavy Conversion Unit Lancaster navigator Oxford pilot RAF Boscombe Down RAF Dalton RAF Dishforth RAF Heaton Park RAF Kenley RAF Linton on Ouse RAF Locking RAF St Athan Tiger Moth training wireless operator https://ibccdigitalarchive.lincoln.ac.uk/files/original/2492/49724/SClarkeBE18567619v10130.jpg ec7ff30cfefe879aa4880e62e7adeb97 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 Clarke, Brian Edward Description An account of the resource 165 tems. The collection concerns Sergeant Brian Edward Clarke (1867619 Royal Air Force) and contains his log book, correspondence, documents, objects and photographs. He flew operations as an air gunner with 576 Squadron and was killed 14 January 1944. The collection was donated to the IBCC Digital Archive for digitisation by George Henry Clarke and catalogued by Barry Hunter. Additional information on Brian Clarke is available via the <a href="https://losses.internationalbcc.co.uk/loss/104293/">IBCC Losses Database.</a> Date A point or period of time associated with an event in the lifecycle of the resource 2021-08-01 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 Clarke, BE 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 Air Bomber Sergeant Jackson and Geoff Clarke's records Description An account of the resource A head and shoulders portrait of Sergeant Jackson, a fellow crew member to Brian Clarke and a list of Geoff's service locations. 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. Personal research Photograph Format The file format, physical medium, or dimensions of the resource One b/w photograph and a handwritten note Identifier An unambiguous reference to the resource within a given context SClarkeBE18567619v10130 Publisher An entity responsible for making the resource available IBCC Digital Archive 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. aircrew RAF Cardington RAF Cosford RAF Keevil RAF Kimbolton RAF Lichfield RAF Locking RAF Padgate training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1442/48747/BNashDCMNashDCMv1.pdf f3425a691bfccb0ffe82c3642b6ebd70 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 Nash, Dan Daniel C M Nash 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 2015-09-18 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 Nash, DCM Description An account of the resource One item. This collection concerns Daniel Nash and contains a memoir covering his childhood, his Royal Air Force service and his retirement. It was loaned to the IBCC Digital Archive for digitisation by Daniel Nash and catalogued by Andy Fitter. Creator An entity primarily responsible for making the resource Daniel Nash 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 Dan Nash memoir Description An account of the resource Born in 1916, Dan spent his early childhood in Kent with his grandmother before moving back to his parents in Fulham. He left school aged 16 to undertake a job with the Hudson's Bay Fur Company, where he met Joyce, his future wife. At the outbreak of war, the family moved to Teddington and on 24 February 1940 he and Joyce married. He joined the Royal Air Force as a wireless operator/air gunner, doing his initial training at RAF Blackpool and then his wireless training there and at RAF Yatesbury. In June 1941 he went to RAF Pembrey for his gunnery training. Dan crewed up at 27 Operational Training Unit at RAF Lichfield and was posted to 149 Squadron at RAF Mildenhall. In early 1942, the squadron converted from Wellingtons to Stirlings and Dan's crew were posted to 15 Squadron at RAF Wyton, taking part in the first 1000 bomber operation. Dan flew 30 operations to Germany, Holland and France and was then given an instructional post at RAF Kinloss before being sent to RAF Cranwell to become a signals officer. After more training at RAF Cosford, Dan was commissioned and posted to RAF Bottesford, RAF Metheringham and finally to RAF Chigwell, to set up a mobile wireless unit in preparation for the Allied invasion of France. A change of plan saw Dan and his unit travelling to Toungoo, 150 miles north of Rangoon, to set up a 'Y' Station listening to Japanese military communications. He heard about the atomic bomb dropped on Hiroshima in a letter from home. He arrived home in March 1946 and was demobbed. In 1947 Dan trained as a teacher and took his first post in a school in Middlesex where he was soon made Head of English. He moved school several times before retiring in July 1980. The memoir contains detailed descriptions of his personal and service life and also gives great insight into social and living conditions in southern Britain during the interwar years. A single appendix describes a world tour that he and his wife undertook to celebrate their golden wedding anniversary. Creator An entity primarily responsible for making the resource Dan Nash Temporal Coverage Temporal characteristics of the resource. 1906 1916-09-20 1917 1919-12 1920 1921 1922 1923 1924 1925 1926 1927 1928 1932 1938 1939-09-03 1940-02-24 1940-08 1940-09 1941-06 1941-07 1941-11 1942 1942-04 1942-05-30 1942-05-31 1942-07-26 1942-08-06 1944 1946-03 1947-01 1949-04 1957 1965 1975 1980-07 1981-07 1985 1986-01-10 1990-02-24 Spatial Coverage Spatial characteristics of the resource. Australia New South Wales New South Wales--Sydney Queensland Queensland--Cairns South Australia South Australia--Adelaide Victoria Victoria--Melbourne Western Australia Western Australia--Perth Burma Burma--Toungoo China China--Kowloon Germany Germany--Ruhr (Region) Germany--Bremen Germany--Cologne Germany--Duisburg Germany--Düsseldorf Germany--Emden (Lower Saxony) Germany--Hamburg Germany--Helgoland Germany--Kiel Canal Great Britain England--Berkshire England--Maidenhead England--Cambridgeshire England--Carlisle England--Devon England--Plymouth England--Essex England--Gloucestershire England--Hertfordshire England--Berkhamsted England--Kent England--East Malling England--Lancashire England--Blackpool England--Lincolnshire England--London England--Middlesex England--Norfolk England--Nottinghamshire England--Shropshire England--Somerset England--Staffordshire England--Suffolk England--Surrey England--Farnham England--Wiltshire England--Yorkshire Scotland--Moray Wales--Carmarthenshire Netherlands New Zealand New Zealand--Auckland United States Hawaii Hawaii--Honolulu California California--Los Angeles Louisiana Louisiana--New Orleans Florida Florida--Orlando 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. Memoir Format The file format, physical medium, or dimensions of the resource One 68 page document Conforms To An established standard to which the described resource conforms. Pending text-based transcription 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. Contributor An entity responsible for making contributions to the resource Andy Fitter Maureen Clarke Identifier An unambiguous reference to the resource within a given context BNashDCMNashDCMv1 Publisher An entity responsible for making the resource available IBCC Digital Archive 149 Squadron 15 Squadron 27 OTU air gunner Air Gunnery School aircrew Anson anti-aircraft fire Blenheim bomb aimer bombing bombing of Cologne (30/31 May 1942) briefing crewing up demobilisation Dominie entertainment evacuation Initial Training Wing military living conditions military service conditions mine laying Morse-keyed wireless telegraphy navigator Operational Training Unit pilot Proctor promotion propaganda RAF Bottesford RAF Cosford RAF Cranwell RAF Hednesford RAF Kinloss RAF Lichfield RAF Linton on Ouse RAF Locking RAF Marham RAF Metheringham RAF Mildenhall RAF Pembrey RAF Uxbridge RAF Windrush RAF Wyton RAF Yatesbury recruitment searchlight service vehicle sport Stirling superstition target photograph training Wellington Window wireless operator / air gunner https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48401/ESmithKJBSmithKG[Date]-01.pdf b82a4b81543dda89ffddf8fdfa23d904 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his brother Description An account of the resource Apologises for not having written recently. Comments on brothers fountain pens numbers and his activities with cadets. Asks if he had done any live firing yet. Comments on his progress at school and says there is nothing he could get him. Mentions he is still looking out for a penknife and that it was difficult to get cigarettes due to queue in the NAAFI. Says they do not get Saturday afternoons off and shops are closed in the evenings. Last two pages have cartoon drawings of people, in the NAAFI and asleep. Creator An entity primarily responsible for making the resource K J B Smith Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Artwork Format The file format, physical medium, or dimensions of the resource Four page handwritten letter with drawings 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 ESmithKJBSmithKG[Date]-01 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. aircrew ground personnel military living conditions military service conditions RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48398/ESmithKJBSmithE-J-KG-MEB440317.pdf dbec445c40782aa2ef60dfcda9bcb3fa 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his family Description An account of the resource Comments journey to RAF Locking and his new accommodation in wooden hut with 75 other men. Writes that he had brought everything apart from his identity discs and asks if they can look for them. Describes the disc to help them look. Also says he would like a padlock. Comments that half the men in his hut were Free French. Mentions they were issued with overalls to work on engines. Also that he knew only a few people there and many seemed to have failed the previous course. He regretted not taking their advice to take food for the journey as there were few stops. Creator An entity primarily responsible for making the resource K J B Smith Date A point or period of time associated with an event in the lifecycle of the resource 1944-03-17 Temporal Coverage Temporal characteristics of the resource. 1944-03-17 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Northamptonshire England--Northampton England--Weston-super-Mare 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Four page handwritten letter and envelope 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 ESmithKJBSmithE-J-KG-MEB440317 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. military living conditions military service conditions RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48306/ESmithKJBSmithE440405.pdf 7cb8b34331f800f24a5084de61178ef5 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his mother Description An account of the resource Thanks her for letter and padlock. Says he was glad he had had a car as the basic training on engines came easily to him unlike many of his course mates. Writes a little about the organisation of the camp and his classes. Mentions classes in hangars, benches, engines and instructors. Continues with home issue and describes having to do guard duty. Comments on food in camp, other training apart from engines, daily routines and facilities on the camp itself. Mentions ENSA concerts with some description of entertainment provided. Writes about colleagues arriving back drunk. Writes about problems with magnetisation of watches and how he could get his demagnetized. Creator An entity primarily responsible for making the resource K J B Smith Date A point or period of time associated with an event in the lifecycle of the resource 1944-04-05 Temporal Coverage Temporal characteristics of the resource. 1944-04-05 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Weston-super-Mare England--Northamptonshire England--Northampton 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Seven page handwritten letter and envelope 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 ESmithKJBSmithE440405 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. entertainment military living conditions military service conditions RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48305/ESmithKJBSmithE440330.pdf c28d7e7ecc0041927941cc881c0bc18a 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his mother Description An account of the resource Writes about his colleagues going into Weston-super-Mare by bus. Mentions only getting late pass once a week. Writes a little about the local village. Talks about making friends with a French boy and describes him in detail. Writes about selling his watch. Mentions cinema on camp and catches up with family gossip. Creator An entity primarily responsible for making the resource K J B Smith Date A point or period of time associated with an event in the lifecycle of the resource 1944-03-30 Temporal Coverage Temporal characteristics of the resource. 1944-03-30 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Weston-super-Mare England--Northamptonshire England--Northampton 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Four page handwritten letter and envelope 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 ESmithKJBSmithE440330 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. military living conditions military service conditions RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48289/ESmithKJBSmithE440324.pdf 2a045e840e2136515e6511dad675845c 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his mother Description An account of the resource Thanks her for letter card but says he does not have discs but is not in trouble over them. Comments on recent kit inspection and missing a groundsheet which he probably left at home. Writes about going into Weston and visiting the pier and describes amusements. Mentions that he has had no pay and comments on late passes available. Goes on to describe Sunday marchpast and his present camp. Mentions lots of types of aircraft about on camp including a Halifax which he went in. Comments on only cigarettes available on camp which are rationed. Writes about wanting to get something to read. Provides a little more about life on the camp. Mentions writing to a woman and getting a letter back and that she had tried to get in touch. PS that he would send money when he got some. Creator An entity primarily responsible for making the resource K J B Smith Date A point or period of time associated with an event in the lifecycle of the resource 1944-03-24 Temporal Coverage Temporal characteristics of the resource. 1944-03-24 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Weston-super-Mare England--Northamptonshire England--Northampton 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Six page handwritten letter and envelope 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 ESmithKJBSmithE440324 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. B-17 Halifax military living conditions military service conditions RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48283/ESmithKJBSmithE[Date]-07.pdf c696d7c70906ad535dd4fb28f65fcae7 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his mother Description An account of the resource Thanks her for parcel especially the chocolate. Catches up with news and gossip. Mentions passing exams with flying colours. Suggest that he might phone his father but is concerned about cost. Concludes saying he is trying to save cash to pay his debt. Creator An entity primarily responsible for making the resource K J B Smith Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Northamptonshire England--Northampton 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Three page handwritten letter and envelope 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 ESmithKJBSmithE[Date]-07 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. military living conditions RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1485/48278/ESmithKJBSmithE[Date]-02.pdf 43cb94363127be8b123cd3298e79dce9 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 Smith, Kenneth John Boucher K J B Smith 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 2016-02-15 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 Smith, KJB Description An account of the resource 92 items. The collection concerns Kenneth John Boucher Smith (1881097 Royal Air Force) and contains his correspondence, other documents and photographs. He flew operations as a Flight Engineer with 550 Squadron and was killed 7 March 1945. The collection was loaned to the IBCC Digital Archive for digitisation by Martin Carnell and catalogued by Nigel Huckins. Additional information on Kenneth John Boucher Smith is available via the <a href="https://losses.internationalbcc.co.uk/loss/121740/">IBCC Losses Database.</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 Letter from Kenneth Smith to his mother Description An account of the resource Thanks her for letter and razor blades. Comments on poor laundry on camp and that he was now using Chinese laundry in Weston and goes on to describe what he has to do. Enquires whether she could obtain enough cash and coupons to get him a good air force tie for everyday. Mentions going to cinema. Catches up with family news and gossip. Mentions church parade and subsequent march past. Creator An entity primarily responsible for making the resource K J B Smith Spatial Coverage Spatial characteristics of the resource. Great Britain England--Northamptonshire England--Northampton England--Somerset England--Weston-super-Mare 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 Language A language of the resource eng Type The nature or genre of the resource Text Text. Correspondence Format The file format, physical medium, or dimensions of the resource Six page handwritten letter and envelope 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 ESmithKJBSmithE[Date]-02 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. military living conditions RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1875/46440/SHarriganD[Ser -DoB]v090002.mp3 8598a787d9cade4d126b750d930ea0c2 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 Aviation Heritage Lincolnshire 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 2017-06-19 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 Aviation Heritage Lincolnshire Description An account of the resource 34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire. Interview with Bertie Salvage Three part interview with Dougie Marsh Interview with Terry Hodson Interview with Stan Waite Interview with John Langston Interview with Nelson Nix Two part interview with Bob Panton Interview with Basil Fish Interview with Ernest Groeger Interview with Wilf Keyte Interview with Reginald John Herring Interview with Kathleen Reid Interview with Allan Holmes Interview with John Tomlinson Interview with Cliff Thorpe and Roy Smith Interview with Peter Scoley Interview with Kenneth Ivan Duddell Interview with Christopher Francis Allison Interview with Bernard Bell Interview with George Arthur Bell Interview with George William Taplin Interview with Richard Moore Interview with Kenneth Edgar Neve Interview with Annie Mary Blood Interview with Dennis Brader Interview with Les Stedman Interview with Anthony Edward Mason Interview with Anne Morgan Rose Harcombe The following interviews have been moved to the relevant collections. Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a> Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a> Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a> Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a> Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a> Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a> Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a> Transcribed audio recording A resource consisting primarily of recorded human voice. Transcription Text transcribed from audio recording or document Interviewer: This is an interview with Mr Richard Moore at his home in Lincoln talking about his wartime career as ground crew in the Lincoln area. RM: Ok. We’ll go from there. Well, I joined up when I was eighteen and my first port of call was Weston Super Mare which as you know is not very far from home and I did six weeks square bashing there. We lived in private houses and we were well looked after. When that six weeks was up I was posted to Locking which is just outside of Weston and I was there for seven months learning my course. After we passed out, some of us passed out, some didn’t and my first squadron was Squires Gate at Blackpool. Boulton Paul Defiants they were. Something new to the Germans because not only did they have a pilot they had a mid-upper turret as well, a gunner so it could fire front and back. But Jerry soon got, soon got wise to it. A very clever race the Germans. I went on leave and when I came back we’d moved to Woodvale in Southport and those planes were call Beaufighters. They were twin engine light bomber. And one day our chief came to us and said, ‘I’ve got to post six of you to a place called Swinderby.’ Oh, we were going to Sicily. The squadron was going to Sicily. I said, ‘Well, I know where Sicily is but where’s Swinderby?’ He said, ‘I believe it’s in Lincolnshire.’ ‘Alright,’ I said, ‘I’ll be one to go to Swinderby then.’ Good job I did. They took a pasting in Sicily. And we get to Swinderby and it was, ‘Oh, we don’t want you here. You’ve got to go to Wigsley.’ So we go to Wigsley. ‘Oh, we don’t want you here.’ Back to Swinderby. In the end, in the finish we were at Wigsley and we were working with AV Roe men doing crossed aircraft and our chiefy turns up and says, ‘Drop everything. Get all your toolboxes and kit. We’ve got a bit of a job on.’ He didn’t say where but he took us back to Scampton and I see these Lancs. There was one in a hangar. No bomb doors just two arms down you see. I thought these are queer Lancasters. Interviewer: This would be early 1943. RM: Yes. Yes. And so, a chap and I worked all night on one of them. God, it was damned cold in that hangar. It was in May, wasn’t it? It was May time and all of them had been flying low over the water and all the plates underneath towards the rear gunner were all mashed in. We had to change all them. And I lived in Saxilby at the time. I could live out because my wife in Saxilby and I wasn’t far away and as I was cycling down Tillbridge Lane they were taking off on this raid. Didn’t know anything about it. I know the chap’s dog had got killed. N****r. It was killed the day before they went and Gibson said, ‘Bury it at 12 o’clock. That’s when we’ll be over the target.’ Interviewer: Did you see anything of Guy Gibson or — RM: Oh, I saw him in the distance. I’ve met Micky Martin. Interviewer: Oh yes. RM: He was a nice bloke. Australian he was. He was a good pilot. So and off I went home and the next day we knew all about it. Interviewer: So you saw these aircraft obviously different to the normal Lancasters. RM: There were no bomb doors you see. Interviewer: Did you wonder what was, you know happening? RM: No. Nobody said anything. I said, ‘Well their just two arms now. Then we realised it was for the swimming, the swimming bomb you see. Yeah. And we lost what seven did we? Or was their eight I think we lost. Interviewer: Yes. It was eight. Yes. RM: Fifty six men. And Martin and Gibson, they kept flying each side of the dam to give the other chaps to get in and draw the flak off. But it took the last bomber to break the dam. Interviewer: That’s right. Les Knight. RM: And then they went to the other one but they couldn’t get to the third one. That was impossible I think. They’d run out of time. Yes, it was quite a great occasion. But as I say within a few days we were off. We went to Bardney. Interviewer: How many of you were there working on the — RM: Well, there would be about maybe a group of us. About fourteen I should think because there was fitters, engine men, riggers. There were air frames, wireless operators, electricians and what else did we have? We wouldn’t have the bomb people because people, special people put the bombs on the planes. But you know — Interviewer: Did you actually see the bombs that were going to be put on these? RM: No. I did not see them. Interviewer: They were all — RM: No. Because once we finished at night we went to bed. Us two, then the rest took over in the morning. And then they said, ‘You can’t go out of camp.’ And I wanted to go home you see. Anyway, they let me out. I got on my bike and I said I was going down Tillbridge Lane as they were taking off. A wonderful sight. Interviewer: Three of them together in waves weren’t there? RM: Yeah. Yeah. Yes. A bit of a noise but it was great. Interviewer: And you saw the bombs. The different bombs. RM: No. Interviewer: Rather than the — RM: Yes. Interviewer: The usual. Hanging below — RM: That’s right. Interviewer: Below the – RM: These sort of bombs and then of course the next thing was the Tallboys. weren’t they? Interviewer: Yes. RM: Terrific they were sized. Yeah, so when I came back the next day he said. ‘We’re off again.’ So we went to Bardney. M for Mother had crashed and we wanted to get it up in the air again. Interviewer: So you were repairing the crashed aircraft. RM: Yes. Yes. Interviewer: And getting them ready for — RM: Yeah. Interviewer: Flying again. RM: That’s right. Got them in the air because we were losing a lot of planes you see. Interviewer: Right. RM: And also, when a plane had done a big, we had to do a major inspection on them and when they had done so many flying hours just to make sure they were alright for because I mean it’s like a car isn’t it you do so many miles and you have an MOT or whatever they call it. And so we worked on M for Mother. First night on ops she never came back. Interviewer: Oh dear. RM: That was a bad job that was. Then blimey the lorry rolls up again. ‘Come on. Get in.’ Syerston in Nottingham. Just at the border that was and we had twelve major inspections to do on Lancs there. And after that then we were disbanded because the war was nearly over. Interviewer: Right. RM: So, 5 Group, Bomber Command was disbanded and we ended up, some of us on a BABs flight testing this new radar on a Oxford, Airspeed Oxfords two engine planes. Sent down somewhere in the south. I can’t tell you the name of the place and I met Micky Martin. We had a good old chat about the old days and — Interviewer: Did he talk about the Dams raid? RM: Yeah. He didn’t say a lot. He just, you know sort of, ‘Lucky to be alive,’ sort of thing. But he was a good pilot. Interviewer: He was a bit on the eccentric side, wasn’t he? RM: Oh yes. Yes. He didn’t say a lot I don’t think. But Australians are either or. You know. Got plenty to say for themselves. Interviewer: They usually have. Yes. RM: But yes. It was, it was good years. We, oh we went off. We went, before that I missed something out. We went to East Kirkby to do some jobs there and as our bombers came into land one, early one morning the German fighters followed them in and shot the camp up. There were cannon shells all over the place. We were diving for cover everywhere. One poor WAAF got killed. Interviewer: Oh dear. RM: But I don’t know what was the matter with our radar to let the Jerries get in so close to our bombers as they were landing. And there was one took off one night when they were going on a raid and it blew up. Went down the runway and the only man who survived was the rear gunner. He was blown out so he survived. He was lucky. I don’t know why it blew up like that. Interviewer: No. What were your feelings during this time? I mean, did you, did you realise you know the important job you were doing? RM: Oh yes. Yes. Interviewer: And — RM: It was a really worthwhile job. I mean I know we were only ground crew but they couldn’t have done without us could they? Interviewer: Couldn’t have got off the ground without you. RM: No. Interviewer: Literally. RM: I mean sometimes we had to refuel the planes you know. It was good. Interviewer: And it was good camaraderie between you. RM: Yes. Yes. Interviewer: You all. RM: Oh yes. We never — Interviewer: Did you get to know many of the aircrew? RM: Not a lot. No. Because I mean I didn’t [pause] when we did an inspection every morning, you’d do a DI every morning on the planes, a Daily Inspection in other words that was about all you saw of them. It was you know the only time perhaps you saw them, when they got an eye on you and you pulled the chocs away. That was it you know. They didn’t sort of mix a lot with ground crew. Interviewer: No. Did you, you worked on Lancasters? RM: Oh, I started off as I told you on Boulton Paul Defiants. Interviewer: Yes. RM: Beaufighters. Interviewer: Manchesters. RM: Yes, I — Interviewer: Did you work on those? RM: To be honest, yeah. I flew a Manchester. Interviewer: Oh really. RM: Not very far mind you. Interviewer: No. No. I think — RM: I was — Interviewer: That was the trouble with them. RM: We were at Swinderby and I went up with this pilot and he said, ‘Would you like to fly it?’ I said, ‘Oh, I don’t know.’ He said, ‘Go on. Take the controls but I’ll keep my feet on the rudders. But don’t turn it left or that way or we’ll flip over and we’ll be gonners.’ I didn’t do it for long but it was, it was an experience. Interviewer: How fantastic. RM: Yeah. Interviewer: They were. RM: Oh, those engines were too big for those planes. Vulcan engines. I knew one crossed up near the tree in Saxilby village one day. My misses said, ‘I thought you might have been on that.’ I said, ‘No. I wasn’t.’ But she did play hell with me one day because when we were at, when I was at Swinderby before all this we [pause] I was picked to go with this group we had a little section as you turn off the Newark Road to go to Swinderby camp there’s a bit of a corner of a field. We had a little section in there we had a Spitfire in. We were working on an Halifax bomber and all that sort of thing and one day chiefy said, ‘I want a rigger and an engine man to go down to the Percival Gull works in Luton. I said, ‘Oh, I’ll go.’ Daft like. And my friend, a chap called Saul he said, ‘I’ll go as well.’ So we gets on this Airspeed Oxford and off we set off and we were going over London and nearly run into a barrage balloon because we were flying into the sun. He saw it at the last minute and we got down there. Landed in a field and came back safely. When I told her about it she went bananas. She said, ‘You stupid idiot.’ Sort of thing. ‘Because you have a daughter,’ she said, ‘Remember.’ I said, ‘Well, there you are.’ Interviewer: You’re here to tell the tale anyway. RM: Yeah. Yes. And then as I say we got on this radar business at [unclear] and then well we kept flying different places. Dakotas we used a lot to fly about in. And then we went down to St Mawgan in Newquay and worked a bit on there. Different planes because a lot of them were obsolete then, weren’t they? The Wellington and the Hampden and the Stirling they’d all got, well they weren’t much cop really were they? To be honest. They did their job but they were very vulnerable. Interviewer: Yes. RM: Especially the Wellington because it was only fabric. And I was going to be a flight engineer but my wife said, ‘No, you’re not.’ Because they used to get their head shot off you know, the poor old flight engineers because they stood beside the pilot watching all the dials. Interviewer: That’s right. RM: So I didn’t do that. I said, ‘Well, I survived the war so I should have been alright.’ Anyway, as I said as we went down and we stayed down at Newquay for a bit at St Mawgan and then they come to me one day and said, ‘You’re going to Leconfield.’ I said, ‘Leconfield? Where’s that?’ he said, ‘In Yorkshire.’ I said, ‘That’s a hell of a long way to go to be demobbed.’ I was going to get demobbed you see and so I get to Leconfield and we stopped there working on Wellingtons of all things. And then a load of RAF, these young ATC cadets turned up and were going for a flight on one of these Wellies. That crashed. Interviewer: Oh dear. RM: Terrible. Lost. Lost all these kids. Just couldn’t understand it because I mean they were, we all thought they were in tip top condition. Anyway, I got on a charge there because what was he called? He was a mad man our engineering officer. He came around and he found some water on the bed in the, in the Wellington and he asked me, ‘Why didn’t you see that?’ I said, ‘Well, it wasn’t there when I did the DI.’ But he wouldn’t have it so he put me on a charge. Interviewer: And what was the outcome of that? RM: Oh, I got seven days, I think. Confined to barracks. That’s all. Interviewer: Right. RM: Nothing, it wasn’t serious. Interviewer: And what, what had been the problem? RM: Well, there was — Interviewer: Did you find out? Was there a leak. RM: Well, there was a hatch. Interviewer: Yes. RM: There was a leak and it must have rained or something and dropped through on to the bed. Interviewer: Right. RM: Because it wasn’t there when I did it or I’d have mopped it up. But these things happen, don’t they? Interviewer: Yes. RM: Got to find a scapegoat you know for some, some of these jobs. Yes. So when I was at Leconfield and then we were on the bus next morning to Uxbridge getting your demob suit and then home. Interviewer: Right. RM: My daughter didn’t, didn’t want nothing to do with me. Didn’t know who I was. Interviewer: What do you feel about your war years? RM: Very good. Very good. A lot of camaraderie. Whatever you call that word. Camaraderie is it? I can’t remember. Interviewer: Camaraderie. RM: That’s the word. Yeah. Yes. Everybody looking our for each other. That was one thing about it. And the NAAFI were good. They came around every morning. Tea and a wad you know. Great. Interviewer: You didn’t get a chance to have a flight in a Lancaster. RM: No. Interviewer: No. Would you have liked one? RM: Yes. I could have done but I don’t know why I turned it down. I don’t know why. And I wish I had now. I missed that. You never know. I might get a chance. Interviewer: Yes, indeed. RM: Go to Coningsby and say, ‘I want to come up with you, mate.’ Yeah. So there we are. But very good years. Good crowd. I don’t think we had many troublemakers you know. You do get some but not a lot. I only ended up LAC so I was nothing. Leading aircraftsman. That’s all. I didn’t get my stripes. Interviewer: Well, you were doing a wonderful job like all the ground crew. RM: Yeah. All these different aircraft. I can’t believe how they started from a Boulton Paul Defiant and ended up on a Lancaster. The Halifax wasn’t a bad bomber either. Interviewer: No. RM: That was quite good. The Halifax. Interviewer: I think each crew was very fond of its own aircraft. RM: Oh yes. Oh yes. Yes. Interviewer: Anybody who flew in the Halifax. RM: With this Just Jane. Who was that? Which was that? Was that a Lancaster? Interviewer: That’s a Lancaster. RM: Yeah. Interviewer: That’s the Lanc well it’s a Lancaster that’s at — RM: Coningsby. Interviewer: East Kirkby now. RM: East Kirkby. That goes up and down. Interviewer: Yes. RM: Up and down the runways. Interviewer: That’s right. RM: You can taxi in it. Yeah. Interviewer: Yes. RM: Well that that did a lot of raids didn’t it? A lot of raids, Just Jane, I think. They’ve all got their bombs on the side of the cockpit. Interviewer: That’s right. Yes. RM: Yeah. Happy days. But really. Was it worthwhile? Interviewer: I think, I think we’ve got to think that it was. RM: Yeah. Yeah. Yeah. Interviewer: We don’t want to think that fifty five thousand lost. RM: Men plus. Interviewer: Died for nothing. I mean. RM: No. That’s what I think. Sometimes I wonder was it worth it and then I think well we had to keep them away, didn’t we? Interviewer: We did indeed. Yes. RM: We were alone, weren’t we? I mean the Americans wouldn’t have come into it if it hadn’t been for Pearl Harbour. Interviewer: No. No. RM: They were selling fuel to the Japs. Then the Japs go and bomb Pearl Harbour just to say thank you. Oh dear. Oh dear. I don’t know. It’s [pause] I don’t know what to make of this. What’s going to happen, do you? Interviewer: I don’t. It’s been absolutely fascinating, Mr Moore. RM: Was that alright? Interviewer: That’s fine. RM: That’s about as much as I can tell you. Interviewer: Yes, that’s — RM: There’s bits I’ve missed out because I lost my memory a bit you know. Interviewer: No, it’s been really interesting. 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 Richard Moore 1004-Moore, Richard Identifier An unambiguous reference to the resource within a given context SHarriganD[Ser#-DoB]v09 Creator An entity primarily responsible for making the resource Claire Bennett This Interview was recorded by Aviation Heritage Lincolnshire. 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 Language A language of the resource eng Type The nature or genre of the resource Sound Format The file format, physical medium, or dimensions of the resource 00:16:49 audio recording Conforms To An established standard to which the described resource conforms. Pending revision of OH transcription 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. Spatial Coverage Spatial characteristics of the resource. Great Britain England--Lincolnshire England--Somerset England--Yorkshire Description An account of the resource Leading Aircraftsman Richard Moore joined up aged 18 and completed his basic training in Lincolnshire. He served as ground crew at RAF Locking, RAF Squires Gate and RAF Wickenby, working on several types of aircraft. He was able to take the controls for a short fight in a Manchester and mentions their Vulture engines. Richard tells of the work of the ground crew in giving the aircraft their daily inspections, as well as major inspections. Contributor An entity responsible for making contributions to the resource Claire Campbell Maureen Clarke Beaufighter C-47 crash Defiant ground crew ground personnel Hampden Lancaster Manchester Oxford RAF East Kirkby RAF Leconfield RAF Locking RAF Swinderby RAF Wickenby Stirling strafing Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/2359/45275/BRogersDGortonRAv1.pdf 588548f2f4f46dc3e2d147b47aa65e16 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 The crew of Halifax LV771 The crew of Rosi Gallapagous Description An account of the resource 57 items. The collection concerns the crew of Halifax LV771 "Rosi Gallapagous" and contains correspondence, documents, objects and photographs. The collection was loaned to the IBCC Digital Archive for digitisation by Diane Rogers and catalogued by Lynn Corrigan. Additional information on the crew of LV771 is available via the <a href="https://losses.internationalbcc.co.uk/loss/204441/">IBCC Losses Database.</a> Date A point or period of time associated with an event in the lifecycle of the resource 2018-03-15 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 Gallapagous, R 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 Flight Sergeant Ronald Arthur 'Tom' Gorton Description An account of the resource A summary of Tom's early life, marriage and service career. Includes a description of his aircraft being shot down over Wetten, with photographs of his caterpillar badge and postcard to his wife confirming he was a prisoner of war and his decorations. (23 January 1916 - 8 September 1986, 1877467). Temporal Coverage Temporal characteristics of the resource. 1944-11-04 1944-11-27 1944-12-20 Spatial Coverage Spatial characteristics of the resource. Great Britain England--London England--Essex England--Grays England--Devon England--Somerset England--Warwickshire England--Yorkshire Wales--Glamorgan Germany Germany--Giessen (Hesse) Germany--Moosburg an der Isar Poland Poland--Żagań 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. Personal research Format The file format, physical medium, or dimensions of the resource Six word processed sheets Identifier An unambiguous reference to the resource within a given context BRogersDGortonRAv1 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 Conforms To An established standard to which the described resource conforms. Pending text-based transcription 158 Squadron 1659 HCU air gunner aircrew anti-aircraft fire Caterpillar Club flight engineer Initial Training Wing killed in action love and romance missing in action prisoner of war RAF Cosford RAF Lissett RAF Locking RAF St Athan RAF Topcliffe RAF Uxbridge shot down Stalag 7A Stalag Luft 3 the long march training https://ibccdigitalarchive.lincoln.ac.uk/files/original/2482/42873/SHowardHF1158144v10008.jpg 15c6cbadc4681f7dc915fa04ebb9a214 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 Howard, Henry Francis. Album Description An account of the resource One album with theatrical productions memorabilia. Date A point or period of time associated with an event in the lifecycle of the resource 2021-07-27 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. 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 Howard, HF 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 King's visit Description An account of the resource On the first page, George VI and other uniformed dignitaries are visiting the workshop of the No.1 School of Technical Training watching men in overalls work on machinery. Captioned 'The King gets some "gen" on mags.' On the second page Henry, on the left is walking with other man. Both are in uniform, wearing side caps and are walking along a street, labelled 'Locking, June 1940', There is also a group of seven uniformed men, six of whom are wearing side caps and showing their sergeant stripes, standing alongside single storey wooden barracks. Labelled 'After 4 wing church parade (1942)', Henry is standing second left. Date A point or period of time associated with an event in the lifecycle of the resource 1940 1942 Temporal Coverage Temporal characteristics of the resource. 1940 1942 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset England--Buckinghamshire 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 Type The nature or genre of the resource Photograph Format The file format, physical medium, or dimensions of the resource Three b/w photographs on two album pages Identifier An unambiguous reference to the resource within a given context SHowardHF1158144v10008 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 George VI, King of Great Britain (1895-1952) RAF Halton RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/2096/34806/SRAFIngham19410620v100001-Audio.mp3 df75c4e4cf72f2d427bab4d2e174deb9 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 RAF Ingham Heritage Group. Zosia Kowalska Description An account of the resource Three items. An oral history interview with Zosia Kowalska and two photographs. Date A point or period of time associated with an event in the lifecycle of the resource 2016-11-14 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 RAF Ingham Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document GB: The Polish Air Force um, and if you could perhaps just start by telling us a bit about how you arrived in England, and I’ll let you just chat on. ZK: I was deported to Siberia with my family. My parents died. Then we moved to Tehran. From Tehran I got [indecipherable] no, Minsk sorry, and from Tehran we went to Africa: to Tanganyika. No first we went to India, then from India go to Africa, Tanganyika. From Tanganyika we signed, because it was um, Marshal Sikorsky want Polish, Polish girls to go to work in England, so we signed: five hundred of us. We left Tanganyika about 1943, ’43 that was, yeah. We came, we come to, we come to [pause] South Africa, South Africa, you know South Africa. GB: Yes, yes. ZK: Yeah, we come there, we stay there about two weeks, recuperated, and then we go again. We were sailing six weeks to England, six weeks on sea. Imagine: one thousand soldiers and five hundred women, Polish women. [Laugh] GB: I won’t ask you any stories about on the ship then, we’ll move on from that maybe. ZK: Some answers there! [Laughter] And we arrive in Scotland, I believe in Scotland, I can’t remember the place where we been to. Then we were loaded to train, we’re going by train to Redcar. You know Redcar, in Yorkshire? We was there during the winter, that was winter when we come to, about March, something like that. And we was issued with uniform, we stayed there two weeks, then we continue down to recruiting, er where’s that place, we were, they were teaching us English, English language. There was English man there, he said - there was Polish couple she who look after us and he said to her ‘why is it in Poland many, many people cannot read and write?’ She said ‘what did you say? Did you read, did you read the Europe history?’ He said ‘no’; she said ‘you must read Europe history, then you find out what happened to Polish people there.’ Yeah. And from there I was moved to, to [pause] Nottingham. What is this station you call Nottingham? GB: Newton, Newton? RAF Newton? ZK: Yeah, Newton, yes. I stayed there about two months, and before Christmas we were going to, they moved us to Weston-Super-Mare, RAF station Locking. GB: Yes. ZK: There, before Christmas. We arrive there late and we have nowhere to sleep, so we look in town, round to sleep. We find this erm, what you call this charitable place. GB: Like the Salvation Army. ZK: Yeah, yeah, that’s it, Salvation Army. They let us in, they give us supper, then we went to bed. Next morning we wake up and they give us some breakfast again and we continued on to RAF station Locking. We come by, no we didn’t catch bus, we were walking all way from Somerset to RAF station Locking, there. We come to there [indecipherable] it was two men standing there, guiding the people where to go. So these two men, was my future husband! [Laughter] And other man was his friend. They took us to this camp, and we stay there, we go for dinner and then for dinner, then there was so much to do, the writing and everything, and the next things, the next morning, they took us to, to er cookhouse, introduce us [laugh] to this big, big thing where you cook thing for the people: huge potatoes, carrots, parsnips, everything. They teach us what, how to make pastry, and there was an exam, we were taking exam every six weeks. The last thing I took I make er, I make [pause] pastry, puff pastry, puff pastry which was very good, [laugh] for first time, and something else for, I think it was like vegetable and meat, beef. [Other]; Stew. ZK: Stew that stew, yes. I make that and the colonel of the station come taste, taste with lady woman, she was officer as well. He taste everybody, the next day and the next day, he didn’t say me that I was passed. [Laughter] The next day my friend read in paper: ‘hey’ she said, ‘Zosia you passed!’ [Laughter] I did, and everybody congratulate me, so that’s the end of the cooking practice. And after it was Christmas time, Christmas, evening Christmas that was, we have supper in Poland, we have big supper there. GB: On Christmas Eve. ZK: Yeah, Christmas Eve, oh we make presents for boys, oh it was great [laughter], even my future husband got sausages because he like food! [Laughter] GB: But he was happy with that, yes. ZK: He like food. That was beautiful night, that. I never forget, it was lovely. GB: Were you and your husband at that time, were you just friends, or did he like you at that point do you think? ZK: I don’t have nothing to do with him during the, before Christmas, nothing, and that time, oh what am I saying? GB: Christmas Eve and the presents. ZK: Christmas dinner, Christmas dinner and next day officer [indecipherable] [Other]: Who served you dinner? ZK: The officer do job for the ordinary people, all the men, yeah, and that was, and the next day, no the next week, I met my husband in the, in the – oh dear. GB: Was it like the club, or the institute? ZK: Yeah, in the big room was where everybody was coming, airmen and everybody and he said, he went by and he said ‘can I ask you something?’ I said ‘yes’, he said ‘can you come to pictures with me tonight.’ [Giggle] ‘Today I’m not, I’m not going today, no today, no.’ The next Sunday, the next week again he ask me. I hear, I know that he had woman before me, that she was crazy about him and the next day he said, the next week, he said ‘you come today with me to cinema.’ I said ‘today yes, I come with you.’ And that woman spot him, she got iodine, she put his eyes, it burned his eyes, you know. GB: Yeah? ZK: Yes, she was bad woman! Oh dear. But nothing happened to his eyes, nothing, just went to the surgery and they cleaned it out, everything, yes, and since then we never hear of her. GB: Good job I think. [Other]: [Whispering] ZK: She was married too! Before the war, yeah. The next thing is there was this wedding. Mrs, there was two girls with me in the RAF, Mrs Alexander’s daughters, and they invite, they hear about this coming wedding, and they invited us to their house in Somerset. So we went that Saturday, I didn’t speak that much English, and I was a bit shy, and they give, had a beautiful meal there, everything, and they arrange me everything there: wedding dress, beautiful, and after the, after the wedding I had civil clothes, coat and shoes, everything, everything, they gave me, those people. They were beautiful people and I thank them very, very much. And after this wedding, we, they say we going to move to Cammeringham. They told us we are going to move to Cammeringham, oh some time in May we moved there, I think, in May 1944. GB: ’44. ZK: Yeah, no, yeah, 1944. Oh dear. No, 1945 we moved to Cammeringham, yes, and um, oh God, [chuckle] something happened and we stayed there until, until the release from the RAF. We release in, it’s there somewhere. [Other]: ’46. ZK: Pardon? [Other]: ‘46 ZK: Yeah. And we still stayed in that Cammeringham village. We got this cottage. This cottage was filthy, filthy, filthy, terrible! We clean, we cleaned, we painted, the cockroaches was singing during the night, my husband got poison, he sprayed, sprayed all over the rooms and everywhere there and in the morning you swept full of these what they call cockroaches and they went, they all die. And it was June, yes June, my brothers come from Italy, my younger brother from Italy came, but he stay in Coventry. The other, the younger brother was here, Janek, he was in the RAF Cadets, you know, and he come as well and um, Jan, Jan was in the RAF, Stacek was in the middle east, he was in school, he was cadet in school, he came, he came during the night, I was sleeping I didn’t hear nothing. He came in the middle of the night, I didn’t know that, he didn’t say anything: he didn’t write when he coming back, no nothing. He throw this stone to the window, to the bedroom window, I didn’t hear. In the morning she was crying, she was baby that time, she was crying. I come downstairs on this concrete, concrete steps, come downstairs, my brother was sleeping like that. I look down and around and: oh my goodness that’s Stacek! Oh God. He wake up, he said ‘I can’t [indecipherable] bed outside.’ [Laugh] Oh dear. And we had reunion in that June, before that, before they went to Matlock to work, my husband found a job there in Masson Mill, my brothers, three brothers and my sister came from Africa as well. GB: Zosia can I just ask you a question about Ingham at this point because it’s probably easier than going back: did you and your husband have to get special permission to live out? Even though you were married, normally they would expect you to live in the barracks, wouldn’t they, separately. ZK: Yes, yes. We had this party from camp come friends as well, we had full cottage and in the garden plenty people, I said to my husband ‘how can we provide with food?’ He said ‘don’t worry, I’ve got farmers friends!’ They provided, he went round and got eggs and everything. I bake cakes [beep] I bake everything. He bought some wine, some whisky as well. We had very, very nice time, the last time with some of my brothers. They went to, they went to Matlock, they stay in County Station Hotel there, you know Patrick where it is, yeah, County Station Hotel. They wanted muscle men, my sister and this man who run the County Station Hotel said ‘I don’t, I never understand this language’, [laugh] they were laughing! Anyway, he said, he told them that I manage, I manage, to understand this language anyway. So one by one went to Australia, another brother follow him after six months. The younger brother went to America, to Chicago, he’s still there, he’s still alive, and he got beautiful family, he married to American girl, she was descendent, German descendent she was, and we corresponded. I’ve been there, in Chicago, and then [sigh] I didn’t like my sister-in-law. [Laughter] GB: Well they always say you can pick your friends but you can’t pick your relatives. That’s very, very true, isn’t it I think, you know. Could you tell us, Zosia, a little bit about your time at Ingham? Your work and what happens day to day, on a normal day. ZK: I’m coming to that, I’m coming to that. GB: Okay. ZK: In Ingham we were living in that, Mrs Franklin cottage, she was she was old lady, her husband worked on the council on the road and she very little, she read very little, she didn’t know nothing about Polish people. She said ‘I think Polish people were black!’ [Laugh] I said ‘no, they’re not black!’ She find out how lovely Polish people are, after that, you know. And we stay there one year, one year, and that time she find this cottage, this cottage we have to clean up. Oh, it was hard work, hard work and I was expecting [indecipherable], I still work, I still go to kitchen, to RAF, working there as well; it was very, very hard that time. We had no washing machine, no hoovers, we had to do washing like that! Now, then, oh what I say, she got, that lady she got three daughters. One was, two was married, the youngest was something wrong with her and she was going to marry, she married that man, we went to this wedding, to their wedding that was all right, was after the war, was nothing, nothing you can buy, yeah. And um, oh so much, so much to say, you forget. [Laugh] GB: Where exactly in Ingham was the house that you lived, in the cottage? ZK: It was behind the village, back of the village. GB: Back of the village, a little cottage. ZK: It was cottage there, beautiful, she kept ever so clean. She was ever so good cooking. Cook. GB: Oh right, yes, yeah. So, so from your cottage, to the place where you worked, was just along the street, wasn’t it. ZK: Yeah. GB: Maybe two or three hundred yards? A little bit more. ZK: More, more. Yeah. GB: So when did your, what, tell us what would be a normal day for you? What time would you get up to go to work? Tell us a little bit about - ZK: We wake up six o’clock, six o’clock in the morning and my husband went first to job and then I follow him after that. I went to cookhouse and there was these four girls with me, two English and three Polish women and we makes some, for tea. I ask what are you going to do for - I was in charge of the cookhouse then - and I said ‘well we going to do today platski’ – potato pancakes. [Laugh] So we had beautiful potatoes, we grate and put eggs, two, three eggs and flour and mix it and put in pan and fry it up, frying up there and keep them, when the thing come we have to keep hot this platski, and we gave them this and they eat it all [emphasis]. They say oh, what a beautiful meal we had today – they love it, they love it! GB: And is platski, is that for breakfast or is that or lunch, or dinner? ZK: Any time you can have. GB: Any time, okay. ZK: They ask, the next week ask me are we going to have this the same, this platski, I said ‘no, it’s hard work you know, it’s hard work. Unless you can do you help us, grate the potatoes and peel the potatoes then frying, you can have them!’ Ask but it’s too hard a job, too hard, yes. So, they give up and um, that time, my, I was going to, on um, on um, I finish with about that time, 1940 - 1946, 1945. Yes, I did. My husband stayed still two years there. GB: So your husband was at RAF Ingham as well then. ZK: Yeah, yeah. GB: I know that you said that he lived in the cottage, I thought you said he was at a different RAF station. ZK: No, we lived together, yeah. GB: Oh right. ZK: I have this paper and I stay in that cottage because I was waiting and it was big winter that time, 1947, remember? GB: It was before I was born, but I do understand it was like 1963 was a very bad winter as well, but I understand ‘47 was bad. ZK: We were going to Gainsborough, she was born in Gainsborough, during the night. It was snowing, we didn’t know where to go. I nearly have her in the car. Oh dear! Finally we arrive to that hospital, the matron, fat matron come, she was ever so good to me, she said ‘don’t worry lass, don’t worry’ [chuckle], she was wonderful lady, and the next day she was born and I stay in that hospital for one month because it was big snow, we can’t got to our cottage because it was snow up, my husband had to build a tunnel to be [indecipherable] and there was Queen and King going to Africa, with their daughters, that time and we say: ‘oh my goodness we come from Africa, should have stayed there!’ [Laugh] GB: Wouldn’t it be nice to stay there, yeah, oh definitely. ZK: And after month I come back home and the neighbours gave us beautiful dinner, Mr and Mrs Hayes, yes, they were lovely people. Everywhere I went I met good people, very nice people; they were very good to me. GB: We, the only people that we know of that are still in the village of Ingham that have a Polish connection at the moment now, is Margaret Schmietster, she would have been there ’45, ’46. ZK: Maybe, yeah. GB: Jan was obviously her husband, he was Polish but she was a local girl, and she, obviously Jan has passed away a few years ago but she’s still, she’s the only person we found: Margaret Schmietster. ZK: Oh. GB: So you had the whole, about a year then at RAF Ingham, or two years, with your husband? ZK: Three years! GB: Three years! ZK: 1944, no 1942 I joined the RAF, in Africa, I don’t know if you count that or not. GB: If you joined, you joined! ZK: [Falling object] Four years I was in RAF. Long time you know. I want to go to civil street you know, because well, you have enough of this marching and doing thing, oh dear, yeah. GB: Did you only work in the kitchens that were down in the village or did you work at the kitchens up on the airfield at all, because we had the, I don’t know whether you remember, because the building that we are trying to renovate now is the airmens mess up on the airfield? ZK: Yes, there I was, yeah. Int; Oh, you worked in there as well? ZK: Yes. GB: Oh my goodness me! ZK: It was an officers mess as well there. GB: There is, there was an officers mess up there – a separate building – and a sergeants mess. ZK: Because my friend, you know Marion. [Other]: Yes. ZK: He worked for officers mess there. GB: Is your friend Marion, is it a he or she? ZK: No, is a he. [Other]: A he. He’s died GB: He’s passed on has he? ZK: He’s passed away, yeah, he was working there. [Sigh] Oh dear. GB: It would be interesting for you to actually go back and see Ingham as it is now. A lot of it is still as it was, how you would remember, there are a few small kind of housing builds that have changed, especially, unfortunately, where your, where the Station Headquarters was and where your kitchen was, it’s just, it’s two streets of modern houses now I’m afraid. We’re struggling to find any photographs because most of the buildings there were there through to about the nineteen seventies, nineteen eighties, used for different things: for industrial purposes, there’s a scout hut, but then obviously the developers decided to flatten it, and build houses. So unfortunately we, we’re struggling to find, but on the airfield, the airmens mess on the airfield of course, the shell is there, the shell of the two buildings, so we are renovating that up, and it would be lovely perhaps um, either this summer, when it’s nice and warm, or maybe next year. ZK: You’re going to finish that? GB: We are: next year it will be finished. But you know, if you care to, there’s not a great deal to look at this year, but God willing, God willing, you’re obviously kind of like to come down perhaps next year and see the finished thing. ZK: If I still live! GB: You will, I’m sure you will, I’m sure you will! ZK: I’m ninety two! Big age. GB: I just hope that I am as fit and as well as you at ninety two, so. [Laughter] So, tell me a little bit about your husband if you don’t mind. Obviously, obviously the time that you knew him in the RAF? What kind of job did he do? I know you said he was service police, at RAF Ingham, did he work in the village or up at the airfield? What rank was he please? ZK: In the airfield, in the, they have house there, Police Office, GB: In the guardroom. ZK: Guard, yeah, in Cammeringham. He was very busy. He go on, to Scotland very often, to search, to find out about, he was like um, detective. GB: Yes, an investigator. Right, okay. ZK: I don’t understand. He usually go to Scotland. I said ‘where are you going today?’ and he’d say ‘we’re going to Scotland, on business.’ He never told me. GB: He probably wasn’t allowed to tell you, depending on what he did. In those days it was very, very quiet. What rank was he? ZK: He was corporal. GB: A corporal. ZK: Polish, Polish rank he had, you know sergeant. GB: Right, and when, when it came to the time of demob, when you came out of the RAF, did you stay in Ingham, or did you? ZK: Oh yes! We stay, yes. We had chance to go to Canada, my, I have cousin right there, in Toronto, they say we must go there, but we decided, my husband didn’t want to go nowhere, and I think I like England as well, you know. I went to Canada, I been to America as well, see my brothers, and I don’t like America [laughter]. I said it’s best, best to stay in England. GB: You think so. ZK: Yes, he said I got relation in Poland where I have to go to see them, he have only one sister left, everybody was killed there. During the war. [Other]: And his mother. His mother was alive. ZK: Mhm. That was, that was terrible, terrible. And we stay, we decided to stay in England. I said ‘this is best country, I love England.’ I love Poland because it’s my country, that, you know, but I make lot of friends here, English people, I enjoy. I went, we went that first time, you remember, I was sad, sad story, first time, there was nothing there. Nothing. Oh, and um, what was going to say. It was, everything and Russian there: everything was, they have no clothing, they have nothing, nothing. Poor people; I feel sorry. We went to that camp, [indecipherable] People was looking at our car and I was crying, I said ‘oh my goodness, we have this car’ and they had nothing. Yeah. [Beep] It was bad, and we come back after months. We stay there months, we were going round big towns see the churches, cathedrals, beautiful. All bombed. GB: All bombed. ZK: Yeah. We went to Gniezno, where Poland become Christian - first time in thousand years. There were, outside the church there was figure from bronze, bronze, round beautiful monastery, and the Jerries took everything down, everything down for bullets to kill Polish people. GB: Yes. ZK: It was, then we went to Chopin, remember Chopin, we went to Chopin place, we went to Niepokalanow as well, where this Franciscan monk was killed by Jerry in Auschwitz. You remember? GB: Yes, yes. ZK: We been there. And where were we? In Krakow, Krakow, we come during the night, our car was, we didn’t, there was no light, nothing, it was dark, my husband took the road and there was hole in the road and the car plonk, in this hole. Oh my goodness, children was crying: we never come back to Poland! We never get back to England. About twenty people, Polish people, come and lift the car up. Oh, that was relief! [Laugh] GB: Out of the hole. Would, would it be just a good idea just to give you a little break for a couple of minutes? Maybe like a drink of water or something? ZK: Yeah, come on, make cup of tea. GB: No! I meant from your point of view, just have that because you’ve been talking very nicely too us, but I think maybe. ZK: I forgot lot, but you should come early I tell you more [indecipherable]. GB: No, you’ve been telling us tremendous stories already and luckily, with the camera here, we can record everything and what we’ll do is we’ll, when we’ve produced it, we’ll give you a copy, obviously give yourselves a copy, on disc, then at least you’ve got. It’s, it’s good to look back at it when you, because things you may forget about in a few weeks’ time you look back and then watch yourself on the television [laugh] and if you’re like me, you get very critical of yourself, and what, how you sit, how you speak to people, and that’s why I sit behind the camera you see! So if it’s all right with you, we’ll just take a short break, now and you can have a glass of water or what have you and then we can carry on again. If that’s all right. Okay? ZK: [Indecipherable] [Other]: I will do, yes. While we’re doing this, that’s mum when she was much younger. [Beep] GB: Oh my! [Other]: Your facility, the way you were able to say “Bast!”, [laughter], like that. You didn’t’ know English when you came to England. So when you went to Redcar did you have a medical? ZK: Med? [Other]: Did you have a medical when you came to Redcar? ZK: Yes, we have. [Other]: And what happened? What did the doctor say when he looked at you? ZK: I don’t know! [Laughter] [Other]: Oh, this one’s what? [Other]: This one’s a? ZK: No! [Other]: This one’s a virgin. She had no idea what virgin meant! GB: Oh dear! ZK: There was a girl there, Rosalia, in Redcar, we were dressed up for morning’s attention, [beeping] I’m stood there and men working on the roof there and Rosalia didn’t put skirt on, [laugh] she was rushing, she was rushing and officers noticed so: ‘Rosalia, you have no skirt on!’ [Laughter] [Background talking] [Other]: My mum said that was at Ingham as well. ZK: That was funny! GB: Goodness me! [Other]: With the English. That’s at Ingham. GB: Oh right! [Other]: Another one, police one, they had an adjutant at camp, Cammeringham, and when on parade he kept [indecipherable] didn’t notice but all the girls did and eventually Stefan, her husband, went and had a word and he didn’t do it any more. [Other]: Do you want a piece of cake? ZK: He chased me round! [Other]: He said as copper I go tell him! ZK: The boys: chase me round the cookhouse! [Laughter] GB: So not a lot really changes in seventy years then, because that still happens! People still get chased round cookhouses and things. [Other]: And corporal Miehalski, what do you remember about him? GB: Might want to kneel down a bit Brendan, you’re right in the way of the lens, mate. GB: That’s fine, for God’s sake, all these cameras. ZK: We had fun, we had fun: we had good time. [Other]: And so you should! [Other]: Can you remember Miehalski? ZK: Miehalski. Oh yeah, yeah, cook. [Other]: What did he do? ZK: He was, he wore big moustache. [Chuckle] [Other]: And if you’re – ZK: He, he look after me, he said ‘I will look after you, put weight on, don’t, you have nice complexion’, he give me some cream to drink [laughter]. [Other]: Ulterior motives! ZK: He was funny man. He was from, where Stefan come from. [Other]: Potsdam. GB: Can you remember in the um, headquarters down in Ingham village where you worked, you obviously had your cookhouse, the canteen? ZK: Yeah, I remember. GB: But there were other buildings in there. We’ve looked at some of them and it looks like there might have been a shoemakers in, within the RAF? ZK: Oh yeah, maybe, maybe there. GB: Did you get a chance to look round any of the other buildings? ZK: The clothing there, clothing as well. GB: The Clothing Store was there, yeah. ZK: Because my friend Stella used to work there. GB: So did that mean you were able to get a couple of extra bits of extra clothing for the winter, yeah? ZK: Oh dear! GB: I’ll have a look at those photographs in a minute. ZK: I did have the uniform, [indecipherable] I give you that, I don’t want it. GB: But I presume obviously, working inside in the kitchens it was nice and warm anyway, even through the winter. ZK: Warmer than Siberia! [Laugh] GB: But then perhaps in the summer perhaps not so good, working in the kitchens. ZK: No. Well, in Siberia, when we were deported, all my family, they gave us job on the river, on the river. They built edges, on the river, [paper shuffling] about four corridors, four corridors: A, B, C, D, wood, you get me, catch wood through that corridor. And I caught the wood and the wood, I went under water and I was hearing, and somebody was saying ‘she’s drowning, she’s drowning!’ My God! And I said, I go to that Commandant, our Commandant, Commandant and said ‘no, no, I’m not working on the river give me other jobs’, and for some men, they follow, for some men they gave us this cook, cookhouse job, they were cooking there and for winter we had to go to woods to saw the wood, wood, big wood, casting them for this river, and they send them, they bind them together and they send them in the river – I don’t know where they go. GB: Probably to the big saw mills or something, yes. ZK: Hard work. Hard work. GB: With that many big tree trunks and logs, I imagine. ZK: Long logs. GB: Yeah, did people end up breaking their arms and hands and things? ZK: Yeah, oh dear, I was in hospital there and I went out and that’s why I have that leg now. GB: Because of the wood. ZK: Yes, it was so cold. GB: Can I ask you Zosia, when, going back to your time at Ingham, when you, you say that you were demobbed in 1946, but you and your husband stayed in Ingham, did you carry on working at the, in the kitchens? ZK: No, I worked until I left RAF, since then I didn’t work ‘cause I was expecting baby and there was a lot of work at home – I had to clean out this house. It was terrible. GB: And then how long did you stay in Ingham, in that house? Or should we say when did you move? ZK: About eight months. GB: Oh right, and then where did you move to after that? ZK: We moved from that house to Matlock. GB: Right, yes. ZK: She was about - [Other]: Matlock Bath. ZK: Hmm? [Other]: Matlock Bath. ZK: Yeah, Matlock Bath, yeah. Come to Station Hotel and we stay there. All my brothers come with us, yeah, and we had this job and they love it, but they say that we’re not going to stay in England. They emigrated to Australia and since they emigrated I don’t hear from them nothing [emphasis]. Nothing. I don’t know what happened to them. I don’t know. The brother from, after me, he was in Italy, he was in Monte Cassino he had something wrong with him; he always cry. Oh, it was terrible. He was telling us story, he was years falling down. Terrible. Didn’t mention only one word Polish, fighting there, thousands of Polish people that day die there. GB: At Monte Cassino. ZK: Yeah. I was watching cemetery this summer, they were, oh, [pause] they had big do there, religion, all religion, you know, different nationalities come together, and there was a mass there as well, I was watching and they say that the scouts, scouts come, about thousands of scouts come with roses, red roses; they lay each roses on grave, these soldiers’ grave. That was beautiful, beautiful ceremony. [Blowing nose] Young people, scouts. GB: That’s lovely, yes. ZK: I’m sorry. It’s horrible, horrible. GB: No, no. ZK: I remember. I watch everything what’s going on this war, this last war, I don’t want it to happen again, [loudly] it’s happening again! GB: It does. I’m afraid. I’m afraid people never learn, do they. They never learn from other people’s mistakes, and other big wars, and they keep happening. ZK: That bloody Putin, Putin. GB: Yeah, he’s causing problems now isn’t he, yes. ZK: He’s horrible. GB: Can I ask you one question Zosia, we’ve looked at these photographs, and do you not have a, no, do not have is a wrong question to ask. Do you have a photograph of you and your husband on your wedding day? ZK: Oh yes. [Other]: I’ve got it, at home. GB: Ah, right! ZK: Yes! [Other]: It’s being reframed. I don’t know if it’s there. We found it broken. [Much cross discussion] GB: It was just that, yes, I just remember you said at the time about the family were very good to you, they brought you, you know, the wedding dress and the civilian clothes afterwards and I just thought to myself, well. ZK: Yeah, there’s, got one there. That one. [Other:] Oh this one. ZK: Yes. [Other]: In fact it was the mayor of Weston Super Mare. [Other]: Sorry. GB: The brother that was in Monte Cassino. He went in fact all the way through the Italian Campaign and he got a, which is unusual for them, he got a Cross of Valour. GB: Ah! There we go. [Other]: On the one I’ve got it’s been sort of coloured, hand painted, so it’s you know, sort of life. GB: I have to be honest, I do like the black and white ones, I really do. I often think that photographs these days are nice to be in colour, but so many photographs would be nice if they were just left, even nowadays, in black and white, ‘cause I think sometimes colour, colour can be a bit untruthful in a way, black and white is very nice. ZK: When will that photograph be coming? [Other]: It’s still at home, it’s still waiting to reframe it. GB: That is terrific. [Other]: I didn’t know about that. [Other]: Very low down on my priority list. [Other]: And we didn’t know about the naughty ladies! [Other]: No we didn’t. GB: Could we possibly just take it out of there? If you don’t mind, you wouldn’t mind if we took a photograph of that one as well would you? Because then it’s lovely seeing you and your husband, it’s nice to see a picture of you together, especially on your wedding day. Have you got any other particular memories of RAF Ingham or thoughts, thoughts that you can now remember about just the everyday things that happened at RAF Ingham, any funny things, ‘cause you’ve obviously, with people chasing you round the kitchens! [Laughter] And I notice in particular, one of the pictures here, this one here, in the dining room, purely because the decoration’s up, it must have been Christmas Day or Christmas Eve. ZK: That was Christmas Eve. Dinner. GB: That was Christmas Eve. At Ingham. ZK: He is there. GB: Yes. And would this, would this have been the dining room down in the village or up on the airfield? ZK: Yes. GB: Which one do you think this would have been? [Other]: Which one? ZK: I think that was Somerset, RAF station Locking. GB: You think it was Locking do you? Right. [Other]: You told me it was Ingham. GB: Well, it’s difficult to say, we’d have to look at the building anyway, ‘cause that’s, we’re really sad, Brendan and I, but we immediately look at the building. [Other]: Oh no, you’d get some anorak coming and saying that’s not. GB: Exactly, the windows of, most of the expansion period RAF buildings that were done in the ‘30s, 1930s when the RAF built up all of its stations, there were nice big concrete and brick built permanent stations. It’s only the ones that were built during the Second World War in particular that are all single story, with an apex roof and Nissen huts and things like that. So immediately we start looking at the windows and the size because they obviously had much bigger windows then we did, so our first question was going to be we wondered, we knew it was obviously Christmas purely by the amount of the food that’s on the table. ZK: Good do, Christmas Eve. GB: Yes, and all the decorations. ZK: Yes. [Other]: The one about the English chaps eating the Polish food, that was definitely Ingham. ZK: Oh they love it, they love it! Our food is good! [Other]: Zosia would have called that Cammeringham of course. GB: Yes, because it was Cammeringham from November ’44, they changed it. Funnily enough they found that there was a small village in Suffolk, also called Ingham, and through most of the war years they found a lot of stores were going – there wasn’t an airfield at Ingham in Suffolk – but a lot of stores were getting sent there by mistake. The problem was, in March of ’44, that’s when the Polish bomber squadrons moved to Faldingworth, just across the other side of the A15, so RAF Ingham then reverted to being a training camp – there was still some flying still going on - and then the Air Ministry decided in the November of that year, after the operations had all finished, to change the name of the airfield to Cammeringham. ZK: Yes, there was Faldingworth, remember Faldingworth. GB: Faldingworth, yes, yes. ZK: Was stationed there. My friend was there. GB: Who was that? Can you remember who that was? At Faldingworth. ZK: Well she died, long time ago. Mrs Bonner, you know. GB: Okay. [Other]: Oh yes, Mrs Bonner, yes. GB: Because obviously everybody that was at Ingham in particular, with 300 Squadron, they moved over to Faldingworth, on to Lancasters, flying Lancasters, and they had obviously concrete runways there and that’s where they, most of them, spent till the end of the war and after until about ’47 or ‘48 when they kind of demobbed everybody. And obviously just round the corner, we were looking on the map, the site, I think it was number nine site, then became the Polish Resettlement Camp. Each of the Nissen huts had internal walls built, so from what was just basically a long tube they created a little house: two bedrooms, a living and a cooking area and a bathroom, and they were very, very basic and I was half wondering whether you and your husband had lived in there but obviously not because you were in the cottage. ZK: In private. GB: Did you [beep] find that, obviously you had food stores next to the kitchen. There must have been small huts or buildings. ZK: Oh yeah, we had, in that kitchen was special pantry, that was there, we had food there. I arrange what we having next day to cook. I was in charge there. I didn’t wanted the job, but - GB: And – ZK: I have to do it! [Laughter] GB: Obviously you had to be careful because I imagine some of the things, some of the food, was kind of, fairly kind of valuable or scarce. So did you have to make sure you always locked it up so that people didn’t pilfer it? ZK: Yes, yes, yes, very careful. Yes, ‘cause they’re selling it on black market: coffee and tea. GB: There’s bars on some of the store windows, there’s still the bars on the windows, so we assume there was something valuable in that area. [Other]: There would have been vandals? ZK: I wondered - GB: Up at the, up on the airfield where the airmens, the other airmens mess is, obviously you had one down at the bottom, the one up that’s up there, there are two or three of the small buildings left around. One of the buildings we found the original drawings for it, and it shows that part was a meat store, but it didn’t have any refrigeration like we have these days, no. ZK: Didn’t have, no. GB: There were just, there were bars on the windows and the vents had just got a grill over them obviously to stop flies and things coming in, and then another area within a building was all like for bread and things. The other building we’ve now found, which has been knocked down unfortunately, it says Local Produce Store. So we presume that was all the vegetables and things out of the fields. It goes into quite a lot of detail. When you come down, we’ll show you one of the maps, and it was a copy of the original drawing of the airmens mess. It was a standard thing that they had on all RAF stations, you know, a standard build so you’re probably going to look at it and think oh yes I remember standing there at the cookers, you know. And there are little offices right at the back like catering offices. ZK: Aha. When my husband was alive we used to go to Peterborough, we go through Lincoln and we go to Cammeringham that camp as well and I said ‘this is where we stayed here’, he said ‘yes, yes, it was’ [laugh]. GB: Well if you would like to come, you know, if it’s possible, and you’d like to come maybe in the summer when it’s nice and warm, we’d be delighted to kind of show you round a little bit of the village as it is now and up on the airfield. It’s up to you all but if you’d like to come we’d love to show you what we’re doing. ZK: I don’t know who I choose driver! [Other]: I heard that! [Laughter] I think it must have been what fourteen years ago when we took, when we took the photographs of the cottage. GB: Jubilee, yes, yes. [Other]: When we went back with Zosia there and we didn’t [emphasis] look at Ingham at all. Very roughly, that plan there, it’s based like that, where’s the airfield in relation to it, no, just which way? GB: Right, if the thing’s like that, the village is here, and then the escarpment comes up here, at the side, so it’s over to the immediate east. [Other]: What, on top of the escarpment? GB: Yes. [Other]: Or is it, is it? GB: If you have a look on, in fact if you - [Other]: It virtually abuts the airfield, Scampton. ZK: [Indecipherable] [Background chatter] GB: The airfield is between - have you looked on our web site at all? [Other]: Oh, no. GB: Right, if you have a look on there we have pictures on it. [Other]: I just wondered where their relation to the map there, so that’s up on the thing. GB: Oh right. Let me just draw it quickly. [Other]: If you look on – on our site there’s actually a google map which shows you where it is. You can go out, you can see the fields and the wood and you can actually see just below our site is where the bit where the open fields were, the runways, the A runways, were over that end, on top of what she was saying was the cliff that she used to cycle up to, to get to the top. GB: Do you have a piece of paper, I’ll just quickly draw it for you. GB: Is all up on the top there. Down at the bottom of the hill, was some buildings half way down, but the rest was in the village, right the way to the other side of the village so everything was dispersed. So the WAAFs quarters were right over towards Fillingham. [Overlapping conversations] GB: So that’s the A15 there, that goes north. GB: Then you’ve got the top of the village and then actually the bomb dump, before what is now [emphasis] the end of Scampton runway. About a mile or so apart. GB: [Indecipherable] Do you have a piece of paper and I’ll draw it. [Other]: That’s to say they were virtually abutting, weren’t they. Absolutely. [Other]: We went onto an airfield, didn’t we; we went up there. [Other]: What happened was we were at the back, we were at the back, um, door of Scampton. [Other]: Oh right. GB: There is, yeah, a couple of tracks. [Other]: The Red Arrows were there – a full practice. Several practices. [Chuckle] [Other]: Just for you, do you remember the Red Arrows laid on a display for you, when we were over there? [Other]: When we all went over there, when we took those photographs. Do you remember the Red Arrows. ZK: Yeah, yeah. [Other]: Frightened us to death, didn’t they! [Laugh] [Other]: Frighten themselves to death! GB: There we go, right. Might look a bit complicated. That is the A15, if you think north is to the top of the page and this is the B1398. [Other]: The cliff road. GB: The cliff road. GB: Middle Street, yeah. GB: That’s the edge of the escarpment which then goes down into the village. This was the airfield basically, this area here. [Other]: Oh right, right. GB: It had the longest runway, went over Ingham Lane through the war years, to about there, although they were grass. There’s a shorter one which went about there, like that, and then the other one, believe it or not, went that way, so that was over the grass area. Right back in the middle was a – was it called Cliff House? [Other] : Yeah, that farm, farmhouse. GB: It was a big old house, and that’s where the air traffic was as well, [loud noise] slap bang in the middle. [Other] : Which is strange in itself. GB: So, obviously you come up the road here, which is the Lincoln Road. At this corner here is where we were talking about the Sick Quarters: there. [Other]: Yes, yes. GB: And Zosia’s, the camp, where she was, was down there in the village, there’s obviously buildings and this, this really here is the whole of Ingham village. [Other]: Right. [Background talking] GB: The cottages, Jubilee Cottage is there. ZK: I remember! GB: The little church just above it there, and then this is Church Lane, that comes to the top. ZK: The church is there. GB: And if you ever drive to the top, you do a quick right and a quick left, no more than ten metres, and that was, I say I’ve offset this so it’s not, that should be down there. [Other]: There, yeah. GB: And the main guard hut was there. [Other]: Oh right! GB: Which is probably - [Other]: Where Stefan was. GB: Where Stefan would have been based, because that was the main thing. Now our place, there’s a wood here. [Other]: Right GB: And then there’s a driveway in. Because obviously during the Second World War they had dispersed sites, in case there were German strafing, so, whereas a normal RAF station these days have everybody in and around the parade square or the barrack blocks, everything was dispersed, so there was an accommodation site down here, there were two or three dotted all over. So if that’s the B1398 that goes due north, our site is here. There’s a little guard, a tiny guard hut that’s left, we’re renovating, and then our mess building is literally on here, around the edge of this wood with lots of other, there’s a sergeant’s mess here and the chap, and the farmer keeps his chickens in there, so, but if you have a look at the web site. [Other]: Yeah, will do. GB: We have got quite a few pictures on there just to give you, and there is an old aerial photograph isn’t there I think, on the web site somewhere. [Other] : Should be. GB: Of 1944, which really is just that kind of picture of the airfield. That really just shows you from this point down to that, the escarpment drops by, I don’t know, is it about fifty feet, or a bit, but it’s a long drop down, it’s about as deep as it is wide, isn’t it. That’s the best way to describe it. [Other] : It’s got to be, if you’re talking about five metres contours it’s gotta be five metres minimum [emphasis], which is you know, which is twenty five foot plus. GB: ‘Cause going down, when you go down Church Hill or Cow Lane, either one, you’re going downhill at quite a rate of knots in the car and that one’s obviously a lot more than twisty but. So that’s just a quick artists impression of who it is and what we are. [Other]: Absolutely! [Other]: Thank you. GB: But um, oh fantastic. [Other]: That’s just for the hell of it, that’s his full name, the fellow whom you’ve come across who was stationed there at that time, that’s the full name spelled out. He later became a friend of the Kennedy’s apparently. GB: Oh right! [Other]: Ingham by the way, there’s also one in Norfolk. GB: Is there really? Well there you go. [Other]: And you may have seen, you will [emphasis] have seen, Wikipedia or something, refers to, to provoke confusion with RAF Ingham in Suffolk, as you’ve said that there was. GB: That was, when we first started doing all the research we thought oh well there’s a, but no, unfortunately Wikipedia is good for some things, but! [Other]: You use your own knowledge and you decide what is right and wrong. GB: Well, thank you very much. Is there anything that we, we’d love to come and chat to you again some time but we’re aware that obviously it is quite tiring, having us here and strangers and obviously looking back over it all, is there anything else you’d like to tell us about Ingham that we wouldn’t know about but you might well remember? ZK: No, no, I think I too old, I forget now, you know. If you’d come about five years early I would tell you lots! [Laugh] GB: It’ll probably be after we’ve driven off down the road you’ll think oh, I should have told them about that or what have you. So RAF Ingham you were not only a WAAF, a Polish WAAF, but you were a married woman and then a mother while you were at Ingham, so that in itself is a lovely story – and here’s your daughter to prove it! ZK: My daughter and my son in law, yeah, I think they will give me a lift to. GB: Well that’ll be lovely, well on the back of that – ZK: Yes Patrick! [Other]: Sorry? ZK: You give me lift? [Other]: If you pay the petrol. ZK: [Laugh] I pay! [Other]: That chap may [emphasis] just be of use, again, you have the emails. ZK: [Bang] Show him this book! [Other]: Just looking. ZK: There’s a book here. [Other]: He is going a bit weird at the moment, that chap, but he was a bomber chap early on, Wellingtons, and was, it is a very interesting story, that’s him. GB: Yes, we met him. I think that was the gentleman that we met before Christmas? [Other]: Oh, you might have done, at the thing. GB: At the Polish. [Other]: Oh, you spoke to him? Oh good! GB: We did, and his wife, he’s got a Scottish wife. [Other]: That’s right. Absolutely! GB: Yes, we spoke to him, but our conversation was wandering in and out of English and Polish and his wife was having to explain to him. [Other]: Absolutely. He is a bit wandery now. GB: Yeah, and the, half way through a sentence he would obviously start speaking in Polish and his wife just had to remind him he was speaking to English people. [Other]: That’s sad, that’s happened, of course, in the last five years or so. GB: Yes, but two hundred and sixty six missions I think, he himself said. [Other]: Do you say missions? Missions? Tsk, tsk. GB: Can’t I say missions? I’m allowed to say missions. Operations. [Other]:[Indecipherable] In fact could be fighter sorties, but in fact he was a bomber chap so nowhere near as many as that. GB: Yes, he did start as that. [Other]: And it’s a good Polish story, well worthwhile. His early stuff, when he was on Wellingtons. GB: He was in 304 Squadron? [Other]: I can’t remember. GB: I’m sure it was 304 he said he was. [Other]: Just, and he had rather a disastrous crash early on, and subsequently, that was the - GB: That’s the gentleman, yes. [Other]: Absolutely, a very [emphasis] nice character, and his wife is nice as well. ZK: He’s poorly now. [Other]: Unfortunately he’s just going a little - ZK: He’s very poorly. GB: Yes. [Other]: But, again, the basis of what you get from him, and the rest, is in there. Absolutely great. GB: [Pause] Fantastic. [Other]: And who was this man you spoke to this morning? Remind me what his background was. GB: He was an armourer with, a ground armourer, with 303 Squadron. Lech - ZK: Lech. GB: Lech, and er, yes, he was very interesting. Obviously he’s not, he’s not directly connected with RAF Ingham, but being a Polish ground armourer, very interesting to get his point of view. [Other]: Well worthwhile. Like [indecipherable], he wasn’t at Ingham. GB: His perspective was nice. [Other]: Of Zosia’s three brothers, the youngest one, he was stuck in a, like a Young Army School in Palestine; he was thirteen, fourteen, fifteen. The sort of seventeen, sixteen year old, once they left Siberia, which was Archangel, the forests of the north. GB: Yes, yes. [Other]: Not Siberia, he went to Halton as RAF Apprentice, where they were doing the two year course, and he joined the RAF, having finished, as an armourer, and her elder brighter, eldest, was the one who went through the Italian Campaign and as I say he got a, I forget what he bloody got, but it was most unusual for the Poles, more unusual - Cross of Valour, Cross of Valour. And I am almost certain just reading about him and having seen his picture, nowadays they’d call it post traumatic stress. Zosia was saying, that on top of his Polish emotionalism, he was also very troubled. Fascinating character but unfortunately, he went to Australia and people lost touch with him. GB: Touch with him. Did you get a chance to photograph all the pictures? [Other]: I’m not sure if I got all of them, I certainly got quite a few of them. GB: What about this, this one from Zosia in er, civilian attire? [Other]: When the camera started to go. GB: Oh did it? Is it not working right? Or is it? GB: It’s on a, what seems to be a mode, but it’s still taking a picture. [Other]: [Chuckle] Have you suddenly discovered a new mode after all this using it! GB: No! Actually, to be honest, to be honest all of this kit is brand new, you’re the guinea pigs today, of using the kit. We have to kind of own up to that. ZK: Ah! [Other]: Oh that’s interesting. GB: Which is why, although we’ve had the kit for about a week or two, this is the first real live, yes, today is a live kind of um, [cough], you know, a live outing with it. So we’re hoping all has gone really well. We did have a quick playback from Lech this morning and everything had recorded on it, which was a bonus. [Other]: Oh good. GB: If it hadn’t we were going to be messing around at lunchtime trying to get the whole thing working, so. [Other]: I’ve got that one, but I haven’t got this. [Other]: Where did you, where have you been in the last few years? GB: Oh crikey, in my RAF career? [Other]: You haven’t been doing anything else have you? You haven’t been moonlighting! GB: [Laugh] I’d never get the chance! Where have I been, well, if you’re talking about ordinary stations that I’ve been stationed at, I started at Marham, Kings Lynn. I then went to Rheindahlen in Germany, for four years. I then go in to Coningsby in Lincolnshire. After Coningsby I went to Northern Ireland, to RAF Aldergrove, did Northern Ireland, oh crikey. 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 Zosia Kowalska Interview Description An account of the resource After a challenging time being sent from country to country, Zosia Kowalska finally came to England and became a WAAF. After training, she was posted to RAF Locking where she met her future husband whilst she was working as a cook. The wedding was organised by local people and Zosia was most grateful for their generosity. A posting to RAF Ingham led to Zosia living in the local village, where she had her daughter. Zosia and her family talk about the people she met, the history of her brothers and visits to Poland after the war. They were all interested in the work being done at RAF Ingham and are keen to visit again. [This item 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.] 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 Polskie Siły Powietrzne Language A language of the resource eng Type The nature or genre of the resource Sound Format The file format, physical medium, or dimensions of the resource 01:09:16 audio recording Identifier An unambiguous reference to the resource within a given context SRAFIngham19410620v100001 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 Geoff Burton Spatial Coverage Spatial characteristics of the resource. Great Britain Poland South Africa England--Lincolnshire England--Nottinghamshire Russia (Federation)--Siberia Contributor An entity responsible for making contributions to the resource Anne-Marie Watson Carolyn Emery Maureen Clarke Temporal Coverage Temporal characteristics of the resource. 1944 1943 1944-03 1945 303 Squadron ground personnel love and romance mess military living conditions military service conditions RAF Faldingworth RAF Ingham RAF Locking RAF Newton Women’s Auxiliary Air Force https://ibccdigitalarchive.lincoln.ac.uk/files/original/642/34651/MSnowballMG1595147-210606-04.pdf e871d22694d005de145dfb4e0ac2d039 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 Snowball, Maurice M Snowball Publisher An entity responsible for making the resource available IBCC Digital Archive Identifier An unambiguous reference to the resource within a given context Snowball, M Description An account of the resource 14 items. An oral history interview with Sergeant Maurice Snowball (1922 - 2020, 1595147 Royal Air Force) his log book, documents, notebooks and photographs. He flew operations as a flight engineer with 550 Squadron. The collection has been donated to the IBCC Digital Archive by Maurice Snowball and catalogued by Barry Hunter. Date A point or period of time associated with an event in the lifecycle of the resource 2015-06-26 Requires A related resource that is required by the described resource to support its function, delivery, or coherence. Maurice Snowball was born in Sunderland, England in 1922, after apprenticing at a brewery in Sunderland, whilst also playing football as an amateur and having spent time in the local Home Guard, Maurice chose to join the RAF as a volunteer. After passing his medical and joining full time in December 1944, he underwent training at RAF Bridlington. Technical training was undertaken at Locking and then at RAF St. Athan as a Flight Engineer. Starting out in Halifax Mk. II & V he then switched to the Lancaster Mk.I & III. Once training was over, he had a short tour at 12 Squadron at RAF Wickenby, Lincolnshire and was sent, to 550 Squadron, based at North Killingholme, Lincolnshire. Here he undertook four bombing operations as well as taking part in Operation Manna, the dropping of food parcels in the Netherlands, After the end of hostilities he also took part in operation Post Mortem, the testing of German Radar systems and operation Dodge, the repatriation of British troops from Italy. He was demobilised December 1947. https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/34648 Log Book https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/8912 Interview Andrew St. Denis Maurice was born and brought up in Sunderland, when he left school he was apprenticed to a small company manufacturing equipment for the brewery industry and had become a keen amateur footballer. Although in a reserved occupation he volunteered for aircrew and eventually did his basic training at Bridlington in January 1944. He continued his training at RAF Locking and RAF St Athan and arrived at No 1662 Heavy Conversion Unit (HCU) at RAF Blyton to fly the Halifax in September 1944. Part way through the course the HCU became a Lancaster Finishing School (LFS) and the crew converted to the Lancaster. With his crew he was posted to No 12 Squadron at RAF Wickenby. He did one flight with them there and then he returned to the LFS and by January 1945 he had re-crewed and in late March the crew were posted to No 550 Squadron at RAF North Killingholme. He did four bombing operations and one Operation Manna flight before the war in Europe ended. He continued to fly with the squadron doing the usual Post War flying, operations Post Mortem, Dodge and Cooks Tours until late March 1946. He retrained as a Mechanical Transport (MT) driver and was for a time posted to the Middle East specifically RAF El Adam. Having been demobilised Maurice returned to Sunderland and resumed his career with the brewery equipment manufacturer. He relocated several times within the UK and at one time was the mechanical foreman maintaining the Tornado at RAF North Luffenham. He remained a keen amateur footballer never making the elevation to professional player. He maintained his links with his No 550 Squadron crew members and Operation Manna, visiting Holland in 1985 and he also met a Dutch woman who was eight years old in 1945. Trevor Hardcastle Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document [Front Cover] [page break] M. SNOWBALL 30 SILKSWORTH TER[missing letters] NEW SILKSWORTH [page break] FLIGHT ENGINEER COURSE NOTES ETC. 1943/44 RAF LOCKING RAF ST. ATHAN [page break] Blank page [page break] [underlined] FUSELAGE CONSTRUCTION [/underlined] [underlined] GIRDER TYPE. [/underlined] [Drawing] “N” TYPE GIRDER. “MOTH” [Drawing] WARREN GIRDER. “HURRICANE” The ABOVE TYPE HAVE TO BE FAIRED. [underlined] MONOCOQUE “STRESSED SKIN” [/underlined] [Drawing with text] [underlined] GEODETIC. [/underlined] [Deleted letters] “WELLINGTON” “WARWICK” [Drawing] [underlined] MAINPLANE CONSTRUCTION [/underlined] [Drawings with text] [page break] [underlined] AIRCRAFT PIPELINE MARKINGS. [/underlined] [underlined] FUEL. [/underlined] [underlined] RED. [/underlined] [Drawing] [underlined] OIL [/underlined] [underlined] BLACK [/underlined] [Drawing] [underlined] COOLANT [/underlined] [underlined] BLUE [/underlined] [Drawing] [underlined] COMPRESSED AIR. [/underlined] [underlined] YELLOW [/underlined] [Drawing] HYDRAULIC. WHITE [Drawing] AUTO CONTROLS BROWN [Drawing] ENGINE START. GREEN [Drawing] OXYGEN WHITE-BLUE [Drawing] VACUUM. WHITE-BLACK [Drawing] [page break] FIRE EXT. WHITE RED [Drawing] Co2 FLOTATION – WHITE GREEN [Drawing] V.P. AIRSCREW – WHITE-YELLOW [Drawing] DE-ICING WING AIR [Drawing] DE-ICING WING FLU DE-ICING WING FLUID [Drawing] DE-ICING AIR SCREW [Drawing] DE-ICING CARBURETTOR [Drawing] [page break] Blank page [page break] [underlined] A.G.S. PARTS. [/underlined] [underlined] BOLTS. [/underlined] [Drawing x 2] [underlined] MILD STEEL [/underlined] [underlined] HIGH TENSILE STEEL [/underlined] [Drawing x 2] [underlined] LIGHT ALLOY [/underlined] [underlined] SECTION OF COLD HEADED [/underlined] [underlined] STAINLESS STEEL BOLTS [/underlined] ARE MARKED S.S. OR Z. [underlined] HIGH TENSILE STAINLESS STEEL [/underlined] HAS THE ORDINARY MARKING ON BOLTHEAD AS FOR HIGH TENSILE STEEL, AND ALSO IS STAMPED S.S. OR Z. LETTER STAMPED ON HEAD INDICATES DIA. NUMBER STAMPED ON HEAD INDICATES LENGTH E10 = 1/4" DIA. 10 = 1” [page break] [underlined] LOCKING DEVICES. [/underlined] [Drawings x 3] [underlined] LOCK NUTS [/underlined] [Drawing] [underlined] CASTELLATED NUT [/underlined] [Drawing] [underlined] SPLIT PIN [/underlined] SPLIT PINS AND CIRCUPS MUST ONLY BE USED ONCE. [underlined] SIMMONDS SELF LOCKING NUT [/underlined] [Drawing] [underlined] CIRCLIPS [/underlined] [Drawings x 3] [underlined] DOUBLE ANCHOR [/underlined] [underlined] SINGLE ANCHOR [/underlined] [underlined] FLOATING D. ANCHOR [/underlined] [underlined] VARIOUS TYPES OF SIMMONDS NUTS [/underlined] [Drawings x 2] [underlined] LOCKING PLATE [/underlined] [underlined] TAB WASHER [/underlined] WHERE BOLTS DO NOT COME OUT THREADS CAN ALSO BE BURRED OR POPPED [page break] [underlined] STREAMLINE WIRES [/underlined] [Drawings and text] [underlined] FORK JOINTS [/underlined] [Drawings x 3] [underlined] COLD HEADED DOUBLE SHOULDER [/underlined] [underlined] STAINLESS STEEL [/underlined] [underlined] MILD STEEL [/underlined] [Drawings x 2] [underlined] HIGH TENSILE STEEL [/underlined] [underlined] HIGH TENSILE STAINLESS STEEL [/underlined] [page break] [underlined] TURN BUCKLES [/underlined] [Drawing and text] PROPERLY ADJUSTED WHEN NO THREADS ARE SHOWING AT NO.1. LOCKED WITH WIRE. [underlined] TENSION ROD TYPE [/underlined] [Drawing and text] SAFELY ADJUSTED WHEN THREADS ARE SAFELY PASSED SAFETY HOLE, LOCKNUTS ARE TIGHT AND FIGURE EIGHT LOCKING WIRE. [page break] [underlined] THEORY OF FLIGHT. [/underlined] [Drawing] 1. CHORD LINE 2. DATUM LINE 3. AEROFOIL 4. ANGLE OF INCIDENCE [underlined] ANGLE OF INCIDENCE [/underlined] IS ANGLE BETWEEN [underlined] CHORD LINE [/underlined] AND [underlined] DATUM LINE. [/underlined] [Drawing] 1. AEROFOIL 2. CHORD LINE 3. RELATIVE AIRFLOW. [underlined] ANGLE OF ATTACK [/underlined] IS ANGLE BETWEEN [underlined] CHORD LINE [/underlined] AND [underlined] RELATIVE AIRFLOW. [/underlined] THE GREATER THE SPEED [underlined] THE LESS THE ANGLE. [/underlined] [Drawing] [underlined] INCREASED SPEED [/underlined] [underlined] DECREASED PRESSURE [/underlined] [Drawing] [underlined] DECREASED SPEED [/underlined] [underlined] INCREASED PRESSURE [/underlined] [underlined] AEROFOIL. [/underlined] [underlined] STALLED [/underlined] (15° APPROX.) [page break] Due to the angle of attack the air is slowed down by the undersurface resulting in an increase of pressure. Due to the top curved surface the air is speeded up causing a decrease of pressure. The addition of the two upward forces gives [underlined] LIFT. [/underlined] [page break] [underlined] STABILITY. [/underlined] [deleted] Dire [/deleted] Stability means the ability of the aircraft to return to an even keel after disturbance without assistance from the pilot. [underlined] Directional Stability [/underlined] – Is controlled by the action of the relative airflow on the side surface of the fuselage and fin. [Drawing] [underlined] Lateral Stability. [/underlined] Is controlled by the action of the relative airflow on the wings. It is maintained by dihedral. [Drawings x 2] [deleted] Directional [/deleted] [inserted] LONGITUDINAL [/inserted] Stability is maintained by tailplane. [Drawing] [page break] LIFT THRUST [Drawing] DRAG WEIGHT. [underlined] LIFT AND WEIGHT. [/underlined] – Nose down tendency [underlined] THRUST AND DRAG [/underlined] – Nose up tendency When an engine stops A/C will assume a gliding angle. [underlined] ROLLING. [/underlined] [Drawing] [underlined] PITCHING. [/underlined] [Drawing] [page break] [underlined] YAWING. [/underlined] [Drawing] [page break] [underlined] SIMPLE CONTROL SYSTEM [/underlined] [underlined] RUDDER [/underlined] [Drawing] 1. RUDDER BAR 2. RUDDER BAR STOPS 3. TURNBUCKLES 4. FIN 5. RUDDER [underlined] ELEVATORS. [/underlined] [Drawing] 1. CONTROL COLUMN 2. PIVOT POINT 3. STOPS 4. PIVOT 5. TURNBUCKLES 6. ELEVATOR 7. TAILPLANE [page break] [underlined] AILERONS [/underlined] [Drawing] 1. CONTROL COLUMN 2. PIVOT POINT 3. CHAIN & SPROCKETS 4. STOPS 5. TURNBUCKLES 6. AILERONS [Drawing] DRAG causes loss of lift. Wing drops. [Drawing] Decrease in pressure Increase lift. [page break] [underlined] TRUING [sic] CONTROLS [/underlined] [underlined] AILERONS AND ELEVATORS [/underlined] Lock the control column in neutral position; Adjust on turnbuckles until Ailerons and Elevators are in line with the mainplane and tailplane. [underlined] RUDDER. [/underlined] [Drawing] A/C in rigging position:- ie:- level – laterally and longitudinal. Check with straight edge and spirit level. Attach plumb lines to air screw boss and stern post. Adjust on turnbuckles until plumb line on rudder lines up with the ground line. [page break] The range of movement of controls is adjusted by the stops. The amount of permissible movement of controls is found in the makers handbook. [underlined] AFTER TRUING CONTROLS CHECK FOR [/underlined] 1. Ease of movement 2. Range of movement 3. Safety of movement 4. Instinctive movement 5. Locking. [page break] [underlined] BALANCED CONTROL [/underlined] Controls are balanced to assist pilot to operate them. [underlined] HORN BALANCE [/underlined] [Drawing] Shaded portions in front of hinge line assists pilot to move rudder and elevators. [underlined] GRADUATED BALANCE [/underlined] [Drawing] Shaded portions gradually come into airflow, thereby preventing snatch as controls are operated. [page break] [underlined] BALANCE TABS [/underlined] [Drawing] Tab remains parallel with C/L of aircraft. Airflow striking it assists pilot. [underlined] STATIC BALANCE [/underlined] [Drawing] Lead weights in front of hinge assist pilot to return controls to normal. [underlined] MASS BALANCE. [/underlined] [Drawing] Lead weights fitted to rudder and controls prevent flutter. [page break] [underlined] TRIMMING TABS [/underlined] [underlined] FIXED TAB. [/underlined] A Metal tab is fixed to the aileron. If aircraft is flying one wing low tab is bent up on low wing, airflow striking tab pushes aileron down slightly, giving increased lift on low wing. Fixed tab may be fit in flush with control. [underlined] ADJUSTABLE TAB [/underlined] [Drawing] May be fitted to AILERONS, ELEVATORS, RUDDERS, Pilot can adjust attitude of A/C during Flight (as above, if wheel is turned forward tab goes [underlined] up [/underlined], forcing elevator [underlined] down [/underlined] thereby counteracting tail heaviness. NOTE:- The functions of the balance tab and adjustable tab may be combined. Rudder Bias Gear:- Rudder is brought true by spring [page break] INSPECTION OF FABRIC. 1. If there are any holes or tears look for interior damage. 2. Ensure that the edges of all patches are not lifting. 3. Inspect all loading edges for signs of chafing. 4. Fabric is taut, any bruises or cracks should be attended to. Waves in the fabric may indicate internal distortion of the structure. 5. Inspect eyelets and Wood’s frames. [page break] Inspection of Stressed Skin 1. Look for any scores or dents. 2. If there are any holes make sure that the damage does not extend to the internal structure. 3. If the skin is buckled look for distorted frames or stringers. 4. Look for loose rivets or pivets tending to pull rivets through skin. 5. If dope tends to flake off examine skin and rivets for corrosion. 6. ENSURE THAT ALL COWLINGS OF FAIRINGS ARE SECURE. [page break] FLAPS. PURPOSE. To act as airbrakes when a/c is landing, and to increase amount of lift during take off. Operated by. 1. Hydraulic 2. Electric 3. Compressed Air An indicator is fitted in cockpit for setting “flap” at take off angle. Safety device is fitted to ensure flap cannot be lowered above certain speeds. [page break] Blank page [page break] FOUR STROKE ENGINE 1. Induction Stroke 2. Compression Stroke 3. Power Stroke 4. Exhaust Stroke 1 Power stroke every half turn of C/S on 4 cyl. eng. Firing order – 1342 4 stroke cycle of operations gives two turns of crankshaft. Cam shaft goes 1/2 speed of C/S. 2 Magnetos on all a/c engines T.D.C. = Top dead centre. B.D.C. = Bottom dead centre. [page break] [Drawing with text] [page break] [underlined] Induction Stroke [/underlined] Inlet valve is opened on down stroke of piston and mixture is drawn into compression chamber. [underlined] Compression Stroke [/underlined] Both valves are closed and gas is compressed on upwards stroke of piston. [underlined] Power Stroke. [/underlined] Sparking plug ignites mixture (gas) and this expands and forces the piston down. [underlined] Exhaust Stroke. [/underlined] Piston moves up, exhaust valve is open and burnt gases are discharged. [page break] [underlined] Dismantling [/underlined] 1. Keep bay clean. 2. Magneto’s and fittings. 3. Control Shaft. 4. External Oil Drain Pipes. 5. Induction manifold and carb. 6. Valve Rocker Cover 7. Cylinder Head. 8. 1 and 4 at T.D.C. Remove barrel and piston. 9. 2 and 3 at T.D.C. Remove barrel and piston. 10. Rear Cover Tacometer drive. 11. Top Cover. 12. Crank Shaft. 13. Gear Cover. [page break] [underlined] Pistons. [/underlined] [underlined] TWO TYPES [/underlined [underlined] SLIPPER PISTON [/underlined] The sides are cut away at the bottom of the skirt. [underlined] TRUNK TYPE [/underlined] The bottom is a complete circle, ie:- fully skirted. [Drawings and text] [page break] [underlined] COMPONENTS [/underlined] [inserted] 9 [/inserted] [underlined] CRANKCASE [/underlined] Aliminium [sic] Alloy, Comprises Main Bearings, caps, [white metal, lead bronze] both anti-frictional metals. [underlined] CRANK SHAFT. [/underlined] Nickel-chrome steel forgings. Comprises, journal, crank webs, crank pins. It is hollow for lightness and is used for lubrication passages. Fillets in crank pins avoids high friction [Diagram and text] The throw of the c/s is the distance from the centre of the journal, to the centre of the crank pin. The throw governs the stroke of the piston from B.D.C. to T.D.C. [underlined] CONNECTING ROD [/underlined] HIGH GRADE STEEL. Purpose is to convert a reciprocating [page break] movement into a rotary movement of the c/s. [underlined] Small End [/underlined] is bushed on Steel, with phosphor bronze, it is a fully floating bush. Splash lubricated. [underlined] BIG END [/underlined] Bushed with white metal and is connected to the crank pin. [underlined] GUDGEON PIN [/underlined] Connects small end of con. rod to piston. It is fully floating and case-hardened. CIRCLIPS locate it in position. [underlined] CYLINDER [/underlined] Steel, Comprised of Barrel, Spigot, and Air Cooling Fins. [underlined] CYLINDER HEAD [/underlined] Aliminium [sic] Provides combustion room, houses the valves and sparking plugs. Not normally detachable. On detachable ones joint is secured by copper asbestos gasket. A Bronze insert is fitted in head to house sparking plug. [page break] [underlined] POPPET VALVES. [/underlined] High Grade Steel. [underlined] Exhaust valves [/underlined] are filled with Sodium Crystals to absorb heat Mushroom type valves are used. [underlined] Inlet Valves [/underlined] are just made of High Grade Steel, and are not filled. Tulip Type valves are used. [underlined] Valves [/underlined] are secured by a split collet and held onto their seats by two springs. They are worked by Cams, Push Rods and Rocker Arm, and are returned to their seats by the springs. [underlined] Valve Seats [/underlined] are made of Nickel Chrome Manganese and are Stallite treated for hardness. [underlined] Valve Springs [/underlined] must be tested before fitting on a valve spring testing rig. [page break] [Diagram and text x 4] [page break] [underlined] CAM SHAFT [/underlined] [underlined] GYPSY [/underlined] [Diagram and text x 2] 2 cams for each cylinder, journal at each end, cams are case hardened. Runs at 1/2 speed of camshaft. Eccentrics are used to work fuel pump. [page break] [underlined] VALVE TIMING [/underlined] [underlined] Valve Lead [/underlined] The period in c/s degrees when the exhaust opens before B.D.C. [underlined] Valve Lag [/underlined] The period in c/s degrees at which the inlet valve closes after B.D.C. [underlined] Valve Overlap [/underlined] The period in c/s degrees at about T.D.C. when both valves are open together. [Diagram and text] [page break] [underlined] GYPSY TIMING [/underlined] 1/ Find accurate T.D.C. 2/ Adjust valve clearance on No 1 Inlet Valve to .010” on back of cam. 3/ Turn C/S in D.O.R. until a .005” feeler between valve stem and rocker arm is just nipped, thus proving that inlet valve is just opening and disconnect intermediate gear. 4/ Set crankshaft to position 20° before T.D.C. and engage intermediate gear. 5/ If gear will not freely engage make the necessary adjustment on camshaft gear. 6/ Check timing and when proved to be correct re-adjust valve clearance to a running clearance with is .005” [page break] [underlined] FINDING ACCURATE T.D.C. [/underlined] Use a [underlined] protractor [/underlined] and [underlined] PISTON POSITION INDICATOR (P.P.I). [/underlined] P.P.I. is screwed into sparking plug hole. Protractor is fastened to crankshaft. [Diagrams and text x 3] [page break] [underlined] TECHNICAL TERMS. [/underlined] [underlined] Pounds per sq. inch [/underlined] on a gauge is a recording of the number of lbs. pressure on each sq. in. [lbs symbol”] [underlined] BORE: [/underlined] Cylinder diam. [underlined] STROKE [/underlined] – Distance from B.D.C. to T.D.C. [underlined] C.V. [/underlined] – Clearance Volume. [underlined] S.V. [/underlined] Swept Volume. [underlined] Compression Ratio [/underlined] Ratio at which mixture is compressed in the compression chamber. [Calculations] [Diagram with text] [page break] [underlined] MEAN EFFECTIVE PRESSURE [/underlined] M.E.P. The pressure inside the cylinder during the power stroke. [underlined] BRAKE HORSE POWER [/underlined] = B.H.P. 33, [indecipherable letter]00lbs per min. The power available at the airscrew after heat and friction losses have been deducted 28% to 30% loss. [underlined] INITIAL HORSE POWER [/underlined] = I.H.P. The power in the engine before heat and frictional losses are deducted. [underlined] MECHANICAL EFFICIENCY [/underlined] = M.E. [Calculation] [underlined] INEFFECTIVE CRANK ANGLE [/underlined] is the angle at which connecting rod is just passing T.D.C. or B.D.C. [underlined] PRE-IGNITION [/underlined] Mixture in chamber is ignited before ignition point by some other means than the spark. SERIOUS RISK OF FIRE. [page break] [underlined] DETONATION [/underlined] is a wave of high pressure striking the walls of the combustion chamber. Caused by running on the wrong grade of fuel. [page break] [underlined] MAGNETOS [/underlined] A means of transforming electrical energy into mechanical energy. Works on the principle that H.T. current will jump from point to point. [underlined] Components [/underlined] Magnet, ARMATURE, Contact Breaker, Distributor, Condenser. [underlined] 3 TYPES OF MAGNETOS [/underlined] Rotating Magnet. Rotating Armature. Polar Inductor. [Table] [Calculation] [page break] [underlined] COMPONENTS [/underlined] Primary Winding, Secondary Winding, Soft Iron Core, Contact Breaker, C.B. Cap, Condenser, Magnet, Distributor, Rotor, Insulated Block. [underlined] Condenser is Dialectic [/underlined] Assists to eliminate C.B. points sparking. Gives bigger current. [underlined] Armature [/underlined] Consists of primary winding, soft iron core, secondary winding. [Drawing with text] [page break] [underlined] POLAR INDUCTOR [/underlined] Two side magnets are used and the soft iron core has magnetism induced into it as it revolves. The drawings underneath for the [underlined] Rotating Magnet type [/underlined] would do to represent the P.I. Type with the exception of the revolving part would be the soft iron core. [Drawings with text] [page break] [underlined] DISTRIBUTOR [/underlined] [Diagram with text] [underlined] FOR 9 CYL. ENGINE. [/underlined] Each electrode is connected by screened wire to sparking plug. One electrode to each cylinder. At altitudes when air gets less dense, resistance at plug is greater than that across main and trailing bushes. This has a tendency to cause the current to run back through trailing bush to the Hand Starter Magneto. To prevent this an isolator gap is fitted, the resistance at the gap being to [sic] strong for the return flow to jump across it, so that the only way the current can travel is across the plug points. Vent holes are fitted [page break] to magneto to prevent nitric acid forming due to ionization of the air. [underlined] CONTACT BREAKER [/underlined] [Drawing] 1. HARDENED 4 LOBE CAM. 2. CAM LUBRICATING PAD. 3. FIBRE HEEL. 4. ROCKER ARM. 5. ROCKER ARM PIVOT 6. ROCKER ARM RETAINING SPRING 7. MAIN SPRING 8. PRIMARY PICK UP. 9. INSULATED BLOCK. 10. FIXED POINT. 11. ADJUSTABLE POINT. 12. ADJUSTING SCREW. [page break] Contact Breaker points are made of PLATINUM IRIDIUM OR TUNGSTEN Rocker Arm – Aliminium Rocker Arm Pin – HOLLOWED OUT AND FILLED WITH WICK FOR OILING TUNGSTEN POINTS SHOULD BE CLEANED WITH 00 EMERY CLOTH PLATINUM IRIDIUM WITH ALOXITE STONE T.POINTS ARE SHORT AND SQUAT P.I. POINTS ARE LONG AND SLENDER [page break] [underlined] MAGNETO TIMING GYPSY [/underlined] 1/ Set No 1 piston at 34° before T.D.C. on compression stroke. 2/ Check C.B. points and if necessary adjust to .012” when fully open. 3/ Set mag. in fully advanced position, with Distributor Rotor opposite No 1 Segment and C.B. Points just opening and offer mag to engine. 4/ Insulate primary winding. 5/ Check with lamp and battery set for correctness of setting and synchronizing. 6/ When correct remove insulation from primary winding and bolt mag up permanently. NOTE. Movement of one serration on Sims Vernier Coupling is equal to 18/19° Turn coupling in D.O.R. to advance mag. Turn coupling opposite D.O.R. to retard mag. Mag. is live when C.B. Cap is removed. [page break] [underlined] PRELIMINARY ENGINES (CONT.) [/underlined] [underlined] LUBRICATION SYSTEM [/underlined] Lubrication is to reduce frictional resistance. Wet Sump [Gypsy 1) Oil is stored in sump underneath crankcase. It is fed by [underlined] Spur Gear Type Pump [/underlined] to crankshaft. The pressure is kept at proper measurement by [underlined] Oil Pressure Relief Valve. [/underlined] [underlined] PRESSURE FEED [/underlined] to crankshaft, pressure gauge. [underlined] SPLASH FEED [/underlined] to pistons, connecting rods, gudgeon pins. [underlined] SPRAY FEED [/underlined] to Cam Gears, intermediates, and tacometer drive. [underlined] Viscosity Valve [/underlined] is fitted to allow oil through when it is cold and too thick to go through filter. [page break] [underlined] WET SUMP LUBRICATION [/underlined] [underlined] GYPSY 1 [/underlined] [Drawing with text] [page break] Blank page [page break] [underlined] DRY SUMP LUBRICATION [/underlined] [Drawing with text] [page break] Blank page [page break] [underlined] DRY SUMP LUBRICATION [/underlined] The dry sump system is very similar to that of the wet sump system, that is as regards what it does. It carries the oil outside the engine in a separate tank. In this it has one big advangtage [sic], with a tank outside of the engine it can carry a larger supply of oil for longer flights. [underlined] OIL RELIEF VALVE [/underlined] The oil relief valve is fitted to relieve any excess pressure which may be built up in the pressure line. [underlined] SCAVENGE PUMP [/underlined] Due to the tank being away from the engine a Scavenge Pump has to be fitted. It is an ordinary Spur Gear Type Pump but it has a larger capacity than the pressure pump. This enables it to keep the sump dry, especially after the engine has been stopped for a pretty lengthy [page break] period and oil will have drained into the sump. The larger capacity of the scavenging pump gives it the ability to empty the sump and keep it empty while the engine is running. Hot oil is passed through the carb. jacket as an anti-freeze mixture. [page break] [underlined] GEARS [/underlined] [underlined] SIMPLE GEARS [/underlined] A parallel drive from two spur gears. [Drawing] [underlined] COMPACT GEARS [/underlined] More than two gears meshing is called compact gearing. [Drawing] [underlined] BEVEL GEARS [/underlined] Transmit a drive in any angle which may be desired, and are supported at the back with thrust washers. [Drawing] [underlined] SPUR GEAR [/underlined] Gives a right angle drive. [Drawing] [page break] [underlined] WORM & WHEEL [/underlined] [Diagram] The drive is transmitted from worm to wheel, the wheel is made of Gun Metal or Bronze. [underlined] EPICYCLIC GEARS [/underlined] [Drawing] This type of gear gives a big reduction in speed. REDUCTION GEARS are fitted from engine to prop to allow maximum energy to be derived by both airscrew & engine. [page break] [underlined] BEARINGS [/underlined] [underlined] PLAIN BEARING [/underlined] where journal and bearing run in each other. The plain bearing will stand a bigger load but there is more frictional area. It takes all journal load. [underlined] BALL BEARING [/underlined] There are two types, the caged type which is covered in brass. Its big advantage is that it has very small frictional area. Ball Bearing can be made to take various loads and can also allow for mis-alignment of shaft. [Diagrams with text x 5] [page break] Blank page [page break] [underlined] COOLING SYSTEMS [/underlined] [underlined] AIR COOLED [/underlined] Cylinders are finned for larger surface area. Cylinder heads are made of Aliminium Alloy for lightness, strength and good firmal conductiveness. Baffles and cowls deflect air stream all around cylinder and cylinder head. Engine must be cooled efficiently otherwise the thermal efficiency will be upset. [underlined] Advantages. [/underlined] 1. Less vulnerable 2. Lighter [underlined] Disadvantages [/underlined] 1. Most air-cooled engines are radials, which have a large frontal area. 2. Not easy to control cooling. 3. Not entirely satisfactory for high altitudes [page break] [underlined] LIQUID COOLED [/underlined] Most in-line engines are liquid cooled and cylinders have a cooling jacket around for liquid. There are two types of LIQUID COOLING 1.[underlined] Thermo Syphon System, [/underlined] where water is used as a coolant. It works on the principle that hot water rises due to decrease in density. It has big disadvantages these being that it is slow circulating and water has to be nearly boiling before it will start to circulate, and also the radiator always has to be full. [Drawing with text] [page break] 2.[underlined] PRESSURE SYSTEM [/underlined] This system is very similar to the previous one with the exception that the liquid is pumped round the system. A centrifugal pump is fitted on the inlet side of the engine and water is constantly moved round. It is more efficient for cooling and the system can be kept small. The coolant Temp. is taken as it leaves the cylinder. Coolant consists of 30% ETHYLIN GLYCOL and 70% SOFT WATER. ETHYLIN GLYCOL is very corrosive on anything except tungum, its main advantage being that it has a low freezing point and a high boiling point. There are two types of E. Glycol. A & B. A will not mix with water. B will mix with water. L. COOLED ENGINES have a very small frontal area and are easily streamlined. [page break] [underlined] CENTRIFUGAL PUMP [/underlined] LIGNUM VIDE WOOD is used for Bearing as it has a good bearing surface and will accept water as a lubricant. It is used to take the weight of the impellor. The bearing is phosphor bronze lined with white metal and is adjustable lengthways. The bottom is machined conical for Gland Packing, which is asbestos and graphite impregnated with white metal flakes. The GLAND NUT has a left handed thread and is for tightening bearing and gland packing. [Drawing with text] [page break] [blank page] [page break] [Calculations] [diagram] [page break] [underlined] Electrics [/underlined] [underlined] Calculations /underlined] [diagram] [calculations] [page break] [diagrams] [page break] [diagrams] [page break] [blank page] [page break] No. 4 S. of T.T. ST/ ATHAN. 1944 [Photograph] PARACHUTE HANDLING PRACTICE M.G. SNOWBALL. TRAINING TO BE FLT/ENGINEER. SECOND FROM RIGHT STANDING. INSTRUCTORS IN LONG TROUSERS [page break] [underlined] FLIGHT ENGINEERS COURSE [/underlined] [underlined] ST. ATHANS [/underlined] [underlined] 12-5-44 [/underlined] [underlined] RADIALS [/underlined] [underlined] MR. FOAD [/underlined] [underlined] LEADING PARTICULARS. HERCULES VI [/underlined] [Technical text] [page break] [Technical text] [page break] Max. Weak Cruising 1015 BHP. 19,000 ft. [page break] ENGINE OPERATIONAL LIMITATIONS [Table] [page break] [Drawings with text] [page break] Drawing with text] [page break] [underlined] REAR COVER [/underlined] [Drawing with text] [page break] [Drawing with text] [page break] [underlined] OIL PUMP HERCULES. [/underlined] This is of the gear type comprising pressure pump and scavenge pump. The latter having a greater capacity than the former in order to ensure a dry sump. A spring loaded check valve is fitted to the pump outlet to prevent flooding of the lower cylinders when the engine is standing idle in the a/c that have an oil tank with a positive head. On starting cold oil is delivered from the tank to the engine by means of the pressure pump due to the high viscosity its resistance to flow through the normal relief valve scroll type restrictor is increased [page break] and the pressure rises sufficiently high to cause the relief valve to abutt [sic] against the shoulder of the sleeve retainer and open a small amount of oil passes down the scroll and a pressure of approximately 200 [symbol] an emergency ball type relief valve lifts and bypasses the excessive pressure oil to the suction side of the scavenge pump thus providing a positive control of max. pressure as the oil becomes warmer its viscosity decreases the pressure therefore drops and the ball relief valve closes the oil then flowing in greater volume through the normal relief scroll [page break] restrictor through the valve outlet hole which is in line with the discharge port in the pump casing and then back to the suction side of the pressure pump as the oil becomes still warmer the relief valve rises so that the valve and the pump casing discharge ports are in only partial alignment, thus allowing sufficient discharge to cope with the relief oil at the pressure to which the relief valve is set 80 [symbol]”. When a hydromatic propellor is fitted the oil pump check valve is modified to incorporate a ball valve which prevents excessive pressure in the lubrication system on feathering or unfeathering. [page break] [underlined] OIL DILUTION [/underlined] [Diagram with text] [page break] [underlined] Oil Dilution [/underlined] Oil Dilution has been introduced to facillitate [sic] starting of aero engines during cold weather. Satisfactory lubrication can be obtained by cold oil thinned with fuel so long as the correct viscosity is preserved. In addition to easier starting the flow of lubricant is assured to all parts of the engine practically at normal working pressure. The dilution period will vary from [underlined] one [/underlined] to [underlined] four [/underlined] minutes the shortest period of dilution should be the general rule. Over dilution will result in low oil pressure which will not have any serious effects on the engine provided that the oil pressure is above the minimum allowed. It is recommended [page break] that the oil temp. should be between the range 10° to 20°C at the start of the operation. After the engine has cooled it should be started and run up to 1,000 R.P.M. when the control switch should be pressed. The valve control switch should not be released until the engine has stopped. [underlined] Lubrication cont [/underlined] channels act in the specially shaped front oil retainer and so through the hollow spring loaded plungers in the bores of the wrist pins through 2 holes to two flats on the pins so lubricating the bushes. [page break] [underlined] LUBRICATION SYSTEM [/underlined] [Diagrams with text] [page break] [underlined] LUBRICATION SYSTEM HERCULES [/underlined] Oil is delivered to the tail shaft, passes through a steel tube in the rear crank web. Inserted in the rear crank web is a brass tube which sprays oil onto the pistons and sleeves, ball valve inserted in the tube set to 35 – 40 lbs [symbol]” passing 33 – 38 gals per hr. [underlined] FRONT WEB [/underlined] set to 22 – 25 lbs [symbol]” pass 48 – 53 gals per hr. The annular space around the steel tube in the tail shaft is fed with oil which registers with two grooves in the tail shaft bush [deleted] which [/deleted] twice every revolution thus providing an [deleted letter] intermittent feed, the oil being delivered through three small holes, 2 for the Impellor Shaft ball brgs, 1 for the tail shaft splines 2 small holes in the crankpins feed the crank grooves and the big end of the master rod, having oiled the big end the oil still under pressure passes along the [page break] [underlined] CLARKES VISCOSITY VALVE [/underlined] [Diagram with text] [page break] [underlined] CLARKE’S VISCOSITY VALVE [/underlined] The operation of the viscosity valve depends upon the oil pressure and its viscosity. The valve is positioned in the pipe line between the scavenge pumps and the oil cooler and when the engine is first started both valves being closed oil passes through gauze covered hole in the end of the automatic control valve into the interior of the piston sleeve and into the friction tubes. The oil is viscous and because of the restricted oil flow through the friction tubes pressure builds up in the control valve, as a result pressure both valve head increases, the oil in the control valve prevents it from opening, the relief valve opens by passing the cooler as the [page break] oil warms up passes through the friction tubes relieving the back pressure on the control valve allowing it to open. The warm oil now passes directly to the oil cooler and the pressure on the relief valve reduces and it closes gradually. Pressure relief valve opens at 30 lbs [symbol]” and the automatic control valve begins to open at an oil temperature of 55°C and is fully open at 75°C. When the valve is in use it effects a gradually blending of hot and cold oil. [page break] [Diagram with text] [page break] CONTROL VALVE [Diagram] [page break] [underlined] DIAGRAM OF SLIPPER CLUTCH [/underlined] [Diagram with text] [page break] [underlined] Supercharger [/underlined] [underlined] 2 SPEED GEAR CLUTCH [/underlined] This is of the high speed centrifugal type consisting of the volute casing, s/c casing, 3 Intermediate Gear Assemblies, 2 Centrifugers [sic], and an Impellor. The assembly is mounted on the rear section of the crankcase. It embodies the 2 speed gear controlled by a double acting hydromatic [sic] clutch operated by pressure oil from the lubrication system. The impellor is driven from the crankshaft through a spring coupling the centre portion of which is integral with the tail shaft. The speed ratio of the impellor to crank-shaft depends on which of [page break] the two intermediate pinions is locked to the intermediate gears. A gear selection is effected by the operation of the control valve which directs pressure oil to one side or the other of the piston in each intermediate gear assembly. A [deleted word] foolproof snap over valve is fitted so that there is no possibility of the valve remaining in any intermediate position, and the operation is positive from low to high or vice versa. In the event of failure of the control valve the valve is returned by a spring to select M. Gear. The pressure oil for operation of the gear change mechanism [page break] passes through two centrifugers [sic] before reaching the rotary selection valve to ensure sludge free clean oil for the double clutch units. The power required to drive the s/c increases with an increase in impellor speed. It is thus obvious that as low a gear ratio as possible should be used, so long as it will maintain the required boost pressure. It is therefore essential that M. Gear should be used under all conditions of operation if the altitude and the most economical indicated airspeed can be maintained with the particular load so that the fuel [page break] consumption should be at the minimum and engine power not wasted in driving the impellor at an unnecessary high speed. [page break] [Diagram with text] [page break] [underlined] M.C. 132 CARB. A.I.T. [/underlined] 2 Jet Boxes are bolted beneath the float chambers and are fed from each float chamber. The port jet boxes houses the main, slow running, enrichment and corrector jet. The Starboard Jet Box [deleted letter] houses the main, slow running and power jets, provision is made on the carburettor for a power bleed jet, this[deleted letter] [deleted] are [/deleted] is not used on the Hercules. [underlined] THE MAIN JET SYSTEM [/underlined] Fed from the float chamber and feeding to the base of the diffuser, emulsion is made possible by air supplied to the side of the diffuser from an air balance passage, mixture [page break] passes through the delivery tubes to the chokes and so to engine, mixture strength is kept constant by the altitude cocks. [underlined] SLOW RUNNING JET [/underlined] Slow running jet receives their fuel from the main jet, and feeding into the transverse passage to a common passage between the chokes and so to the air box plugs, which are of the four hole type. They obtain air from the side of the diffuser. A spring loaded piston in the common passage, connected by a lever to the front side of the linkage chamber provides the slow running cut-out. [page break] [underlined] ADJUSTMENT OF SLOW-RUNNING [/underlined] R.P.M. is adjusted on the throttle stop. It should not be adjusted while in service. The mixture strength is adjusted by two needle valves, one each side of the top half of the casing. Adjustment if necessary must be done in easy stages especially when weakening, a quarter of a turn at one time, this controls the quantity of air. [underlined] POWER JET SYSTEM. [/underlined] This is a spring loaded, cam operated valve, which operates just after cruising boost position. The enrichment due to this jet allows for an increased boost setting for rated boost. It feeds [page break] via passages into the main delivery tube and is therefore corrected for altitude. [underlined] ENRICHMENT JET SYSTEM. [/underlined] This is a single jet in the port jet box, delivering fuel through a spring loaded cam operated valve immediately after rated boost position. It delivers neat fuel into a hole in each choke and is therefore uncorrected for altitude. Its enrichening and cooling effect allows an increase of boost to the maximum of take off setting. [underlined] CORRECTOR JET SYSTEM. [/underlined] [underlined] SUPPLEMENTARY JET. [/underlined] At any particular throttle lay shaft opening the butterflies are nearer their closed position [page break] in S than in M Gear, due to the increased impellor speed. This causes the slow running jet to deliver extra fuel in the former gear. The carburettor is therefore tuned in S Gear, and to maintain the correct mixture strength in the lower gear, a supplementary jet is fitted which operates in M gear only. The enrichment due to this supplementary jet balances the weaking [sic] due to the slow running jets becoming partly inoperative in M Gear. It delivers fuel into the base of the port main jet diffuser. The jet is fitted in the port side and operated by a cam interconnected with the s/c gear change lever. [page break] [underlined] ACCELERATOR PUMP [/underlined] This is of the delayed action type, consisting of two pistons and cyls. in tandem. The uppermost piston discharges its fuel immediately but the lower piston which is larger in diameter has a restriction in its outlet which causes a delayed action by the spring between the two pistons becoming compressed, the pump [deleted letters] obtain their fuel through a non-return valve & delivers to each choke [page break] [Diagram with text] [underlined] PESCO FUEL PUMP [/underlined] [page break] [underlined] AMAL FUEL REGULATING VALVE. [/underlined] [Diagram with text] [underlined] Amal Fuel Pressure Reducing Valve. [/underlined] Fuel Pressure Reducing Valves are necessary in order that the correct fuel press. is maintained at the carb. The average pressure is standardised irrespective of delivery pressure from the pump, provided that it is within the range of 6-10 lbs [symbol]”. A spring loaded neoprene diaphragm is held between the flanges centre portion of the diaphragm being free to flex under the action of the spring and valves. The valves are situated in the lower half of the body between the inlet and outlet connections [missing word] lower of the 2 valves through which the fuel [missing word] first, is of the piston type and controls the [page break] [Diagram and text] [page break] [underlined] BOOST PRESSURE ADJUSTMENT. [/underlined] Warm engine and select 2,400 R.P.M. with the S/C in “M” Gear. Open throttle to R.B. and adjust capsule to +6 lbs. Throttle back C.B. and adjust +2 lbs [symbol]” move airscrew lever fully forward open throttle to take off boost and adjusts second tappet to 8 1/4 lbs [symbol]” Boost [underlined] IMPORTANT [/underlined] Never run engine for any length of time at high power conditions while on the ground and never exceed cyl. head temp. [deleted numbers] [underlined] BOOST BIAS. [/underlined] The boost bias cam tappet operate when closing butterflies to S.R. and is set at 70° [page break] closing of throttle lay shaft this pushes the piston valve right down, thereby causing the servo piston to remain at the bottom of its cyl. to prevent interfering with the manual operate of the butterflies during the S.R. Period. [underlined] AMAL VALVE cont. [/underlined] pressure. Above is a conical valve which comes into operation when the piston valves cover the ports, both valves are spring loaded & the conical valve can function independently of the piston valve, any increase in pressure above the point of balance, will result in both valves being closed & an entire cessation of fuel flow until the balance is again restored. Above the diaphragm housing is a vent hole which is connected by pipeline to the air intake of the carb, to provide the necessary difference in pressure at different altitudes. [page break] [Diagram with text] BOOST CONTROL [page break] [Diagram with text] [underlined] IGNITION AND CARBURATION CO-RELATION [/underlined] [page break] [underlined] PESCO FUEL PUMP [/underlined] This is of the PESCO VANE TYPE driven from the rear cover, as the rotor turns each section increases in volume from the minimum to the maximum during the first half of the rev, the second half rev, the volume decreases to the minimum and is forced out of the outlet port. An adjustable relief valve is fitted, and delivery pressure may be regulated by the adjusting screw [underlined] BY [indecipherable word] VALVE [/underlined] is incorporated in the relief assembly to enable the carb, to be primed through the pump, when using the wobble pump. The diaphragm is balanced to atmosphere, and a warning light operates if the fuel pressure falls below 1 1/2 lbs. [page break] [underlined] 3 STAGE. A.B.C. [/underlined] [underlined] Automatic Boost Control [/underlined] Boost control is situated under the linkage chamber on the port side of the carb. a diaphragm consisting of an assembly of six exhausted capsules is contained in a sealed chamber which is in communicated with the induction by a pipe and which is thus sensitive to variations of boost, the expansion or contraction of the exhausted capsules is transmitted in the form of downward or upward motion to a sleeve valve, this valve controls the servo piston mechanism by means of pressure oil taken from the engine supply system through a pipeline from the rear cover, a suitable linkage interconnects the servo pistons [page break] with the butterfly throttles which are opened or closed in response to any variation in induction pressure in order to maintain the required boost. Since the Servo Piston controls the butterfly opening it also corrects any variation in boost pressure. In the event of boost fluctuation a rise in induction causes the capsule assembly to contract thereby moving the piston valve up, oil pressure would then pass to the bottom of the servo piston moving it upwards, this moving in turn closes the throttles to control the induction pressure. An internal spring situated above the boost servo piston ensures that [page break] in the event of oil failure to the control, it will bias the piston to the bottom of its stroke to afford the pilot mechanical control. When the boost given in the operational limitations for maximum level flight has fallen by approx. 4 lbs / [symbol]” an increase in power can be obtained by changing to high gear. Corresponding figures for climb and E. Cruising are 2 1/2 lbs / [symbol]” and 1 1/2 lbs / [symbol]” respectively. The decrease in the inlet air temp and exhaust back pressure which occur progressively during a climb cause the power to increase. At a given altitude however, carb butterflies are fully opened and above this height there is a drop in [page break] boost therefore the power falls, the altitude at which more power can be obtained by changing into high gear [deleted] there is [/deleted] varies according to the R.P.M. Boost, Airspeed and the prevailing atmospheric conditions. As a general rule however it is more economical to use the low gear at all operational altitudes provided it will give the required power. Whenever the gear is changed the engine oil pressure drops momentarily but it should return to normal in a few seconds. [page break] [underlined] HERCULES IGNITION SYSTEM [/underlined] This comprises two Rotax Watford NST/14/1 Magnetos driven at 1 3/4 engine speed, each fitted with a multi-lobed cam, and a set of harness completely shielding the whole system and providing for radio screening and cable protection. A centrifugal coupling is incorporated in each magneto drive which is capable of giving 10° advance. It advances the ignition 10° as the engine speed increases from 500° – 800 R.P.M. (Coupling Speed 900 – 1400 R.P.M.) The driving coupling also includes a serated [sic] adjustment of 150 teeth which will give 1.37° movement per tooth. A spiral splined [page break] drive is incorporated in the magneto layshaft it gives a 12° range. This is operated by a lever on the starboard side of the rear cover, from the carburettor throttle layshaft so that ignition timing is retarded as the throttle lever is opened i.e. (as the boost increases). The ignition timing is set on No 4 Cylinder [deleted letter] using the master lobe which is marked “M” and with the throttle layshaft at E.C.B. Position, and the automatic coupling locked in the fully advanced position and with the spiral splined drive 7° from the advance end of its range. Timing should then [page break] be 18° before T.D.C. Adjustment of C. Breaker Points is effected by slackening screws in the lever base and turning an eccentric between the two with a small screw driver. The correct gap is .009 + - 001. [page break] [underlined] HALIFAX III [/underlined] [underlined] PHASE K AIRFRAMES [/underlined] [underlined] 26-5-44 [/underlined] [underlined] CPL. BAKER. [/underlined] [Diagram and text] [page break] MAIN PLANE CENTRE SECTION CONTINUOUS TO INBOARD ENGINES NACELLES [Diagram with text] [page break] [underlined] PORT [/underlined] [Diagram with text] [page break] [Diagram with text] [page break] [underlined] FUEL SYSTEM [/underlined] Consists normally of 12 tanks 6 in each wing. The gallery pipe connects all tanks together, but the system is split into 4 parts by the main balance cock and the two wing balance cocks, the latter like the individual tank cocks are operated through remote control from levers situated at the forward end of the rest seats. The M.B.C. is on the rear face of the rear spar of the centre section. Non-return valves are fitted in the supply lines of the engines to prevent the priming pumps delivering back to the tanks. [page break] Fuel warning lights are fitted on the F.E.’s panel and at the rest position, they operate when the fuel pressure drops to about 1 1/2 lbs per sq. in. [underlined] RULES GOVERNING FUEL SYSTEM [/underlined] 1/ If a tank is damaged use fuel quickly by operating all the engines from the one tank, as fuel can’t be transferred from one tank to another. To do this the main balance cock must be opened; before opening the pilots consent must be obtained. 2/ One engine must not be supplied from more than one tank at the same time. This avoids air locks [page break] surging of the fuel and the refilling of an empty tank. For this reason an empty tank should be shut off before opening the cock to the next tank. 3/ When over the target each engine should be supplied from a tank containing not less than 50 gals. 4/ No 2 tank should not be in use when landing. [page break] [underlined] FUEL SEQUENCE [/underlined] [Table] [page break] [underlined] Overload System [/underlined] Five tanks are normally fitted, three in the bomb bay and one in each outer wing bomb compartment. The wing overload can feed only into No 1 tank. The fuselage overloads feed into No 1 or 3. The engines cannot be fed direct from the overload the fuel being transferred as above by means of immersion pumps in the overload tanks. Control switches are fitted on the F.E.’s panel, each tank is isolated with a non-return valve to prevent fuel being transferred between overloads. [Deleted] The [/deleted] A contents gauge for the wing overload [page break] is fitted on the F.E.’s Panel. The fuselage gauges are fitted on the tanks and can be read through small traps through the floor. [page break] [underlined] OXYGEN SYSTEM [/underlined] [Diagram with text] [page break] [underlined] OXYGEN SYSTEM [/underlined] Oxygen supply consists of 21 bottles of 750 litre capacity. They are all joined together through a system of N.R.V’s which isolate bottles so that if [deleted number] one suffers damage the oxygen supply in the other bottles remains intact. An external charging valve is fitted on the port side of the fuselage underneath the mainplane leading edge. The main cock situated underneath the F.E.’s panel and should be turned on by the F.E. before take-off. The pressure regulating valve is fitted on the second pilots panel and is calibrated in thousands of feet. The pilot registers [page break] the pressure keeping the indicated height 5,000 ft above the true altitude. There are 12 oxygen points throughout the a/c. Each point is fitted with a cut-out valve, flow-meter, economiser and flexible pipe, except for (1) 1st Pilot’s point – no cut-out valve, (2) 2nd Pilots point – no flow meter. The cut-out valve cuts off delivery to economiser when the bayonet fitting on the end of the flexible pipe is clipped in position this must always be done when oxygen is not being used. The flow meter is necessary as oxygen has neither taste nor smell, it is therefore the [page break] only indication of the flow of oxygen. The economiser supplies oxygen to the mask only when the user is breathing in. In addition to fixed points there are 12 portable bottles which each last about 10 minutes. A time meter is fitted. [page break] [Diagram with text] [underlined] MESSIER OLEO LEG [/underlined] OIL STORES:- REF. 34A/83. [page break] [underlined] CHARGING THE MESSIER OLEO LEG [/underlined] 1/ With the aircraft standing on the leg, open charging valve releasing the [deleted] oil [/deleted] air pressure. 2/ Connect oil pump and charge with oil until pressure is felt in the pump. 3/ Disconnect the pump, and connect air cylinder, charge air in short bursts until leg extend 1-2 inches. 4/ Disconnect air cylinder, open charging valve allowing the air to blow off the excess oil. As leg comes to full compression a spray of oil and air should blow off. 5/ Reconnect air cylinder charge in short burst as before, until leg stands at 4 1/2” extension under normal load. [page break] [underlined] CABIN HEATING [/underlined] [Drawing with text] [page break] [underlined] FIRE EXTINGUISHERS [/underlined] There are 7 portable fire ext’s fitted in the fuselage to operate. Remove from stowage Strike Plunger and Invert Ext. [underlined] Graviner [/underlined] equipment is fitted in the engine nacelles, a bottle containing methyl bromide is fitted to the bulkhead, and a perforated pipe leads from the neck to the cyl. heads and carburettor, etc. The fluid is kept in the bottle by a metal seal in the neck, this is broken in use, by a small explosive charge fired electrically. The electrical circuit is operated by four switches in parallel, (1) Manual operated [page break] by Pilot. The four switches (one to each engine) being situated close to the Pilots left elbow. (2) [underlined] Flame Switch [/underlined} Two per engine operating between 140 & 150° centigrade. These are not always fitted and if fitted are frequently disconnected, the reason being that small fires can often be put out by the pilot without using the extinguisher and the engine restarted. If the Graviner has been used the engine must not be started. (3) [underlined] Inertia or Impact Switch [/underlined] Operates all four engines simultaneously. [page break] (4) [underlined] Gravity Switch [/underlined] Operates all four engine extinguishers, if the aircraft turns upside down, with undercarriage lowered. After operation the extinguisher fluid leaves a green deposit on the engine. [page break] FLAP SYNCHRONISATION HANDLEY PAGE SLOTTED FLAPS. [Drawing with text] [page break] Blank page [page break] [underlined] F.E.’S PANEL. [/underlined] [HALIFAX 3] [Drawing with text] [page break] [underlined] FLYING CONTROLS [/underlined] [underlined] AILERON CONTROLS. [/underlined] [Drawing with text] [page break] [underlined] TRUING AILERON CONTROLS [/underlined] 1/. Lock aileron controls at jig point in port wing bell crank lever. 2/. Adjust port adjuster to bring squared shaft in centre section equi-distant about the trimmer sprocket. 3/. Adjust stbd. adjuster until jig pin fits smoothly in stbd. crank. 4/. Adjust aileron connecting rods to set ailerons in neutral 5/. Adjust tie-rods in fuselage to set servo motor in neutral. 6/. Adjust forward tie-rods to set aileron control in neutral. 7/. Lock all adjusters and remove jig pins. After checking range of movement set stops, situated aft of armoured bulkhead. [page break] [underlined] ELEVATOR CONTROLS [/underlined] [Drawing with text] [page break] [underlined] TRUING ELEVATORS. [|/underlined] 1./. Jig elevator crank to control box chassis. 2/. Adjust connecting rod to torque tube king post setting elevator in neutral. 3/. Adjust at adjuster “A” to set servo motor in neutral. 4/. Adjust at adjuster “B” to set squared shaft equidistant [deleted] at distant [/deleted] about trimmer gear box. 5/. Adjust end rod setting control column in neutral (4° forward of vertical A/C in rigging position.) 6/. Lock all adjusters and remove jig pin. After checking range of movement, set tail to wind stop to engage .050” in advance of the main stop. [page break] [underlined] RUDDER CONTROLS [/underlined] [Drawing with text] [page break] [underlined] TRUING RUDDER CONTROLS [/underlined] 1/. Jig at Point “A” on control box chassis 2/. Adjust vertical connecting rod and jig at point “B”. 3/. Adjust transverse rods and jig at points “C” 4/ Adjust connecting rod to rudder torque tube king post setting rudders in neutral. 5/. Adjust adjuster “A” to set servo motor in neutral. 6/. Adjust adjuster “B” to set squared shaft equi-distant about trimming tab gear box 7/. Adjust connecting rod to set rudder bar in neutral 8/. Lock all adjusters and remove jig pins. After checking range of movement set tail to wind stops to contact [page break] simultaneously with main stops. [underlined] LOCKING CONTROLS. [/underlined] 1 [underlined] (PARKING) [/underlined] [underlined] AILERON CONTROL [/underlined]:- A jig clamps on the control column, holding the steering wheel in neutral, a short bar, runs back onto the pilot’s seat, to prevent him sitting in the seat with the controls locked. [underlined] RUDDER AND ELEVATOR [/underlined]. Locking bar and pin fits on the control box chassis locking the cranks together, stowed in canvas bag above the chassis. [page break] [underlined] CHECKING RANGE OF MOVEMENT [/underlined] [Diagram and text] [page break] [underlined] AIR PUBLICATIONS [/underlined] [Diagram with text] P.T.O. [page break] [underlined] INSPECTION CYCLE FOR PART 2. [/underlined] [Table] [page break] [underlined] SPECIMEN PAGE OF INSPECTION SCHEDULE [/underlined] [Table and text] [page break] [underlined] PNEUMATICS & HYDRAULICS. PHASE. L. 2.6.44. [/underlined] [underlined] CPL. HUGHES [/underlined] [underlined] PNEUMATIC LAYOUT FOR HALIFAX BRAKES [/underlined] [Diagram] [page break] [underlined] DUAL RELAY VALVE [/underlined] [Diagram] [page break] [Table] [page break] [underlined] HEYWOOD PRESSURE REGULATOR [/underlined] [Diagram] [page break] [underlined] INDICATIONS & FAULTS [/underlined] [Table] [page break] [underlined] HYDRAULICS. TYPICAL MESSIER SYSTEM. [/underlined] [Diagram] [page break] [Diagram and text] [page break] When a selection is made fuel is drawn from the tank to the E.D.P. from which it is delivered at pressure through the filter to the cut out, [[underlined] it returns to the tank from the cut-out (if no service is being operated) [/underlined] From the cut out it is delivered to the [deleted letters] jacks over 18,50 lbs. At the end of jack travel pressure builds up back to the A.C.O. & the Accumulator – when it reaches 2,500 lbs. the cut-out operates and the pump resumes idling. It idles at 300 lbs/[symbol]” in order to lubricate the pump. AUTOMATIC – CUT-OUT Provides an idling circuit [page break] at 300 lbs, cuts in at 2,000 lbs and out at 2500 lbs. [underlined] LOCKHEED CUT-OUT ACCUMULATOR. [/underlined] A steel [deleted] system [/deleted] [inserted] cylinder [/inserted] with separator piston fitted with inflation valve and pressure gauge (1) gives constant pressure in pressure line. (2) Operates cut-out positively (3) Prevents cut-out hammering (4) Operates small jacks without cut outs cutting in. (5) Takes up expansion or contraction of fluid in the pressure line. (6) Gives initial movement of large jacks. [underlined] HAND PUMP. [/underlined] Is used for ground testing and in an emergency if the [page break] E.D.P. fails. [underlined] PRESSURE LIMITING VALVE. [/underlined] Relieves pressure when the hand pump or E.D.P. is used Comes into operation only for E.D.P. when the cut out fails to operate at 2,500. The PLV also relieves increase of pressure due to expansion. [page break] [underlined] U/C CIRCUIT [/underlined] [diagram] [page break] [underlined] UNDERCARRIAGE CIRCUIT. [/underlined] When the pilot’s selector lever is placed in the up position, fluid under pressure is delivered through the distributor to the jack pistons and releases the mechanical and hydraulic locks allowing the fluid already in the mainwheel jacks to pass to the accs. The N.R.V. fitted in the supply connection of the distributor, serves as a hydraulic lock to hold the U/C’s in the retracted position. Hook locks operated by F/E, are fitted aft of the main spar. When the pilot’s selector lever is placed in the down position the pump side of the jack pistons [page break] is connected to the tank and the energy stored in the accumulators lowers the U/C. [underlined] Emergency Lowering [/underlined] 1/ Withdraw the mechanical hook locks. 2/ Select U/C. down. (3) Open the U/C emergency cock. (E.D.P. or HAND PUMP will lower U/C). Should this be unsuccessful, 4/. Slow down the speed of the A/C and the weight of the U/C and the tension of the Bungee cables should cause the mechanical and geometrical locks to function. [underlined] Undercarriage locked up. [/underlined] 1/ by mechanical lock. 2/ hydraulic lock (no lights showing [page break] [underlined] Undercarriage locked down. [/underlined] 1/ Mechanical lock 2/ Hydraulic lock 3/ Geometric lock [symbol] (Green lights showing [underlined] Undercarriage unlocked [/underlined] [symbol] Red lights showing. [underlined] TAIL WHEEL [/underlined] [underlined] Locked down [/underlined] Mechanical lock [symbol] (Green lights) [underlined] Locked Up [/underlined] Hydraulic lock. (no lights [underlined] Unlocked [/underlined] [symbol] Red lign=hts [page break] [underlined] FLAP CIRCUIT [/underlined] [Diagram] [page break] [underlined] PROCEDURE TO LOWER FLAPS |/underlined] 1/. Ensure that the isolation cock is open. 2/. Select flaps down. 3/. If there is no movement on the indicator, check the selection and if alright, go back and re-check isolation cock open, and the accumulator pressure. If there is no pressure the flaps cannot be lowered, but under normal circumstances a landing can be made without flaps. [underlined] TO RAISE FLAPS. [/underlined] 1/. Ensure that the isolation cock is open. 2/. Select flaps up and watch indicator 3/. If no movement on indicator, [page break] use the hand pump as the E.D.P. may be U/S. If main pressure gauge is fitted, E.D.P. pressure can be verified before using hand pump. The pilot should be advised if it is necessary to use the hand pump to raise the flaps. [underlined] POINTS TO NOTE [/underlined] Flaps locked up by hydraulic lock between N.R.V. in distributor and Jacks. Locked down by accumulator pressure. Should the isolation cock be left open and the flaps lowered of there [sic] own accord due to damaged pipeline between jacks and distributor it is possible to raise the flaps in the following [page break] manner. 1/. Close the isolation cock. 2/. Disconnect the jack line at the isolation cock. 3/. Increase the speed of the A/C until the flaps blow up as far as possible. 4/. Reconnect the jack line. There should still be sufficient pressure in the acc. to lower the flaps partially for landing. FLAP INDICATOR IS MOUNTED ON THE PILOT’S SLOPING PANEL ALONGSIDE THE BOOST PRESSURE GAUGES, REGISTERS 0-80° DOWN [page break] [underlined] LOCATION OF COMPONENTS MK III UNDERSIDE OF STBD. INNER ENGINE [/underlined] E.D.P. [underlined] ST.BD. INNER ENGINE NACELLE [/underlined] Main Tank, Purolator Filter, Auto Cut-Out, Cut-Out Accumulator [underlined] FRONT SPAR FRONT FACE [/underlined] Hand Pump, (Port Side). Pressure limiting valve. [deleted letter] Main Gauge & Relay Unit. Emergency cocks for Bomb Door [deleted letter] & U/C. [underlined] FRONT SPAR REAR FACE. [/underlined] U/C. Accumulators (in the retraction bays.) [underlined] FRONT SPAR REAR FACE Port Side of Fuse. [/underlined] Bomb Door Accs. Bomb Door hydraulic lock [page break] [underlined] PILOTS COCKPIT. [/underlined] Undercarriage lever on right of pilots seat: Flap lever: and B.D. lever: in the same place as above. [underlined] PORT SIDE OF THROTTLE CONTROL LEVERS [/underlined] Radiator shutters distributor (M.II only) Hot and Cold Air Intake Distributor [deleted] only [/deleted] Mk. III only. Landing light distributors. [underlined] REAR SPAR [/underlined] Flap accumulator; flap isolation cock; [underlined] F.E’S POSITION [/underlined] Fuselage bomb door selective cock; [deleted letters] [underlined] UNDERSIDE OF FLAP JACKS. [/underlined] Flap restriction valve; On Mk.III. [inserted] No. 3 [/inserted] is in supply line. [page break] BOMB DOOR CIRCUIT [Diagram] [page break] [underlined] BOMB DOOR CIRCUIT. [/underlined] The bomb doors are closed by the pump and opened by an accumulator which is fitted with an isolating valve between it and the jacks, and which may be closed after the doors have been shut, to prevent opening of the doors in event of damage to the supply line. This circuit is fitted with a hydraulic lock, common to all eight jacks and a selective cock & N.R.V. in the supply line of the fuselage jacks which permit the control closing of the fuselage doors, when desirable e.g:- when carrying a large bomb. [page break] [underlined] OPENING THE DOORS IN EMERGENCY [/underlined] 1/ Place pilots selector lever in the open position 2/ Close the accumulator isolation cock. 3/. Open the emergency cock marked B.D. mounted on the forward face of the main spar. 4/. If the E.D.P. will not open the doors, use the hand pump. [underlined] RECLOSING DOORS AFTER EMERGENCY OPENIN[missing letter] [/underlined] If the system is operated to close the bomb doors additional oil will be sent into the acc. and the pressure in it will rise excessively or the oil will be lost if the acc. is punctured. This can usually be done once but the doors [page break] may not open a second time. Before attempting to close the doors in this manner, shut off the emergency cock securely and open the acc. isolating cock. [underlined] CLOSING BOMB DOORS WITH LARGE BOMB IN POSITION. [/underlined] 1/ Opening the selective cock. 2/ Select bomb doors shut and operate the hand pump until the B.D are in the correct position. 3/ Close the selective cock. 4/ The wing doors may now be fully closed by hand pump or E.D.P. When the doors are selected open after selectively closing the fuselage doors, both wing and fuselage doors will [page break] open together but the selective cock must be [underlined] opened [/underlined] before the fuselage doors can be shut again. [page break] AIR INTAKE AND LANDING LAMP CIRCUITS [Diagram] [page break] [underlined] Air Intake Landing Lamp Circuit. [/underlined] The circuit differs from the main circuits in that the jacks are operated by the Pump in both directions. A combined restriction T and N.R.V. prevents too rapid a movement of the jacks and serves as a hydraulic lock. The C.A. Accumulator supplies the energy to operate the jacks when the E.D.P. and H.P. are out of action. Pressure is applied at all times to the ram rod side of the jack piston, thus to close the jacks it is only necessary to open the distributor valve and connect the tops of the jacks to the tank. To extend the jacks the distributor lever is moved to the opposite [page break] position which closes the return [deleted] lock [/deleted] valve, and opens the valve admitting fluid from the pump to the top of the jack. The jack extends on the larger piston area. [underlined] FAULTS: [underlined] [underlined] U/C. will not retract at all. [/underlined] 1/. Insufficient fluid in tanks. 2/ Broken pipeline. 3/ Choked section line. 4/. Sheered pump drive. [underlined] Undercarriage retracts slowly. [/underlined] 1/. Worn pump. 2/ Leaking cut-out valve 3/. Leaking P.L.V. 4/. Incorrect fluid. 5/. Dirty filters or restricted pipe lines. [page break] [underlined] U/C retracts halfway & pump cuts out [/underlined] 1/.Wrongly adjusted cut-out or restriction in the pipe lines. [underlined] U/C lowers slowly [/underlined] 1/. Check U/C. Acc. Pressure. 2/. Check tension of rubber cables 3/. Check low pressure N.R.V. in return line to tank. [underlined] FLAPS will not lower: [/underlined] Check that isolation cock is open. Check air pressure. [underlined] Flaps will not rise: [/underlined] Check that isolation cock is open. Check the operation of E.D.P. Check distributor. [underlined] Flaps will not stay up [/underlined] There is leak in pipes or in distributor N.R.V. [underlined] Bomb Doors: Doors fail to open [/underlined] 1/. Check that emergency [page break] circuit has not been used:- 2/. Test with H.P. 3/. Test the opening of isolation cock. 4/. The distributor opening and hydraulic lock. If fuselage doors only fail to close, check that the selective cock is open. [underlined] Carburettor A.I. & Landing Lamp will not operate [/underlined] 1/. Check the pump acc. inflation pressure. 2/. Check the H.P. with selector levers open and shut 3/. If jacks still do not operate check that distributor valve is open 4/. Check whether restriction T is choked. [page break] [underlined] ELECTRICS AND INSTRUMENTS. [/underlined] CPL. SHAW [underlined] PHASE. M&N. [/underlined] [underlined] 9-6-44. [/underlined] [underlined] A.P. 1275. INSTRUMENT MANUAL [/underlined] [underlined] “DESYN” FUEL CONTENTS GAUGE. MK IV [/underlined] [Diagram] [underlined] PURPOSE:- [/underlined] To give continuous reading or indication of the contents of the fuel tank in gallons. [underlined] ACTION:- [/underlined] Basically, it is an electrical means of transmitting the position of a moving arm, which itself is positioned by the level of the petrol in the tank. [underlined] CONSISTS: [/underlined] [underlined] TANK UNIT:- [/underlined] Float mechanism and the transmitter. [page break] (2) [underlined] 5 CORE CABLE:- [/underlined] Connects up tank unit with the indicator. (3) [underlined] INDICATOR [/underlined] [underlined] TRANSMITTER. [/underlined] Consists of a toroidal resistance built into a bakelite moulding and having three tappings taken from equi-distant positions. A pair of brushes make contact with a resistance and so lead the current to that position which the brushes occupy. [underlined] INDICATOR [/underlined] Contains three coils star wound by means of which the flow of current sets up a resultant magnetic field. A magnet pivoted within the windings is free to line itself up with the magnetic [page break] field and carrying with it a pointer over a graduated scale. When the current is cut off, a small pull-off magnet attracts the main magnet and the pointer is carried right off the scale. [underlined] THE DAILY INSPECTION. [/underlined] Switch on and see reading corresponds with the tank contents. Note a lively pointer movement. [page break] [underlined] ENGINE CYLINDER THERMOMETER. [/underlined] PRINCIPLE:- [Diagram] When two dissimilar metals are joined at their ends and one end is heated a small current of electricity is caused to flow in the circuit formed by the metals. [Diagram] METALS:- COPPER & CONSTANTANT [sic]. RANGE: 0° TO 350°C [page break] [underlined] CONSTRUCTION. [/underlined] The instrument consists of three parts. 1/. [underlined] INDICATOR:- [/underlined] is a moving coil millivoltmeter graduated in degrees centigrade, it has a setting screw for initial adjustment. At the rear of the case are two terminals one of which is marked +. The red or copper lead is attached to this terminal. 2/. [underlined] THERMO-COUPLE:- [/underlined] this forms the hot junction end, it consists of a bi-metal plug (copper and constantan) with approximately 4ft of lead each end of this [deleted] metal [deleted] lead being of the same metal as that to which it is attached. (·25 ohms) 3/. [underlined] COMPENSATED LEADS:- [/underlined] whatever their [page break] length the resistance is always the same:- (1·75 ohms) [underlined] VISUAL CHECK: [/underlined] See that it is reading the normal temp. of the day. [page break] [underlined] FUEL PRESSURE WARNING LIGHT. [/underlined] [Diagram] [underlined] PURPOSE:- [/underlined] To give a visual indication whenever the fuel pressure falls beneath a minimum safe value (1 1/4 lb) [underlined] OPERATION:- [/underlined] Fuel at the existing pressure acts against one side of a flexible diaphragm which by means of a small push rod opens or allows to close a pair of electrical contacts. Should the pressure become too low the contacts “make” and a red warning light lights up [page break] [underlined] VISUAL OR D.I.:- [/underlined] Switch on when engines are not running, the lamps should light up, then as each engine is started the lamp concerned will go out. [underlined] FAULTS:- [/underlined] The lamps may burn out or the fuse blow. [page break] [underlined] OIL PRESSURE GAUGE [/underlined] [Diagram and text] [underlined] PURPOSE:- [/underlined] To indicate the pressure of the oil supplied to the engine by the oil pump. [underlined] TYPE. [/underlined] Transmitting:- another medium is used to transmit the pressure to the instrument panel. This has two distinct advantages over [deleted] th [/deleted] a direct method. (1) much safer, less vulnerable (2) saves weight. [page break] [underlined] OPERATION: [/underlined] The instrument consists of capsule, capillary tube and bourdon tube indicator. The three parts forming one complete container for the fluid. The capsule is contained in a banjo union and is subjected to the oil pressure; thus according to the pressure, will be the force trying to squeeze the liquid into the capillary tube so to the Bourdon Tube This responds through magnification a pointer is caused to move over an edgewise scale. [underlined] VISUAL CHECK [/underlined] Note the action when the engines are run. [page break] [underlined] OIL TEMPERATURE [/underlined] [Diagram and text] [underlined] TYPE:- TRANSMITTING. [/underlined] [underlined] LIQUID:- MERCURY [/underlined] [underlined] INDICATOR:- [/underlined] [underlined] DOUBLE SPIRAL B.T. [/underlined] [underlined] RANGE 0-104°C [/underlined] [underlined] CIRC. YELLOW BEZEL. [/underlined] [underlined] PURPOSE:- [/underlined] To indicate the temperature of the lubricating oil going to the engine. The instrument is known as the mercury in steel thermometer. [page break] [underlined] CONSTRUCTION & OPERATION. [/underlined] The instrument consists of three parts; (1) Steel Bulb, (2) Capillary Tube of suitable length (3) Indicator which has a double spiral bourdon tube as the sensitive factor. The three parts form one complete container for the mercury. Due to an increase in oil temperature the mercury expands and this excess is pushed into and along the capillary, thus the expansion is transmitted to the bourdon tube which responds and moves a pointer over a scale in degrees centigrade. [underlined] REASONS FOR DOUBLE SPIRAL TUBE [/underlined] (1) We are measuring expansion the longer tube is more sensitive to this than is the C. type. [page break] (2) The double spiral is to ensure concentric movement. A bi-metallic helix is incorporated to correct for changes in cockpit temperature. [underlined] D.I. [/underlined] The engine has not been running therefore the thermometer must read the temp of the day. At very low temp. no check can be made without running the engine. [page break] [underlined] MK IV ENGINE SPEED INDICATOR [/underlined] [Diagrams and text] [underlined] INDICATOR. [/underlined] It functions on an A.C. System, therefore it depends on frequency and not voltage output consists of 3 parts, generator, flex drive & indicator; RANGE:- 0-5,000 R.P.M. [page break] [underlined] GENERATOR:- [/underlined] Is really an alternator and has a four pole magnet driven at half engine speed within a starter of 3 coils thus the magnetic field cuts the coils as the magnet rotates. Having 2 pairs of poles the A.C. output is double the magnet speed (i.e) engine speed Then 3 leads connect the generator to the indicator. [underlined] INDICATOR [/underlined] – Consists primarily of a squirrel cage synchronous induction motor. The rotor turns a magnet which is on the same shaft. Placed around the magnet is a copper drum attached to another shaft, together with a hairspring a system of gears and 2 pointers. The effect of the [page break] magnetic field on the copper drum is such that it will be dragged around with the magnet, but eventually the increasing tension of the spring resists further rotation. At such a position the attached pointers will indicate the speed of the engine. Thus the faster magnet speed will produce a greater torque on the copper drum attract it still further round and so the pointers will now indicate this greater speed. [underlined] CHECK. [/underlined] Done on run up. Indicated revs showed be steady. [page break] [underlined] BOOST GAUGE. [/underlined] [Diagram x 2] [page break] [underlined] PURPOSE:- [/underlined] To give an indication of the pressure in the induction manifold of a S/C aero engine, relative to standard atmospheric pressure. (14.71 lbs / [symbol]”) [underlined] OPERATION:- [/underlined] Capsule in an airtight case is subjected to the pressure we wish to measure. Different pressures will cause the capsule to expand or contract this movement is magnified so that it can be easily read on the Boost Gauge. [underlined] D.I. [/underlined] Check one against the other. Tolerance [symbol] 1/8 lbs/[symbol]” [page break] [underlined] 13-6-44 [/underlined] [underlined] ELECTRICS. PHASE M&N CPL. BARTLE. [/underlined] [underlined] CONDUCTORS:- [/underlined] Copper, PLATINUM ALLOYS, etc. [underlined] INSULATOR:- [/underlined] Rubber; Plastics; Mica; Shellac; Oiled Silk; Scinted Aliminium [sic] Oxide. [underlined] 3 necessary conditions [/underlined] 1/. Pressure difference. 2./ Complete circuit 3/. Insulation. [underlined] Three Effects [/underlined] 1/. Formation of magnetic field 2/. Heat 3/. Chemical Action [Calculations] [page break] [underlined] SERIES CONNECTIONS:- [/underlined] [Calculation] [underlined] Increased Resistance [/underlined] – [underlined] Decreased Current. [/underlined] [underlined] PARALLEL CONNECTIONS. [/underlined] [Calculation] [underlined] Decrease Resistance [/underlined] – [underlined] Increased Current [/underlined] [underlined] SERIES PARALLEL CIRCUITS. [/underlined] [Calculations] [page break] [underlined] LEAD ACID CELL [/underlined] [Diagram and text] AMPERE HOURS – CAPACITY 40·A.H. Discharged @ 10 hr. Rate. 4 [symbol] for 10 hrs. [Diagram and text] [page break] [underlined] GENERATOR. D.C. Shunt Wound. [/underlined] Yoke – Magnets (Electro) Armature & Commutator – Rotating winding. Field Windings – Stationery windings on iron coil [Diagrams and text] E.M.F. is dependent on. 1/. Length of conductor. 2/. Field Strength 3/. Speed of Rotation 4/. Resistance. [page break] [underlined] Automatic Acc. Cut-Out. [/underlined] Cuts in 27 Volts. 12,00, 1500 R.P.M. Cuts out Consists of:- switch, voltage coil soft iron core and spring, and current coil. [underlined] Newton Carbon Pile Voltage Regulator [/underlined] Connected in series to the shunt field which is connected in parallel to the gen. It regulates the voltage from the generator at 29 Volts. Consists of Carbon Discs, spring, and current coil with iron core. Resistance increases when Pile opens Resistance decreases when Pile closes [underlined] Current coil [/underlined] consists of the same, but is connected only in series with the return wire. It is fitted to cut down the voltage when a heavy load is on the gen, and equalise the loading on the gen. and accumulator. [page break] [Diagram] [page break] [underlined] Charge Failure Warning Light [/underlined] Consists of 6 Volt lamp with an 18 Volt resistance and rectifier. It is fitted between the generator and cut-out on one end, and between acc. and fuse on the other end. It is therefore fitted in series. [underlined] Operates if:- [/underlined] 1/. Fuse blows. 2/. Generator fails. 3/. Cut-out sticks open. [underlined] Dim light:- [/underlined] 1/. Fuse blown, 2/. Cut-out open. [underlined] If light is full on:- [/underlined] Generator has failed. [page break] [Diagram] [page break] [underlined] TYPICAL AIRCRAFT POWER CIRCUIT. 3-24V. 1500W. GEN. [/underlined] [Diagram] [page break] [underlined] UNDERCARRIAGE WARNING LIGHTS. [/underlined] [Diagram] LOCKED DOWN POSITION. [page break] [underlined] AERODROME PROCEDURE & ENGINE HANDLING [/underlined] [underlined] PHASE 0. [/underlined] [underlined] CPL. OLBERRY [/underlined] [underlined] 16-6-44 [/underlined] [underlined] ENGINE STARTING, RUNNING & STOPPING. [inserted] RADIALS [/inserted] [/underlined] [underlined] Preliminary Checks. [/underlined] 1/. See that chocks are in position. 2/. Fire extinguishers are available. 3/. Tail secure. 4/.[symbol] Connect up ground starter battery. 5/. Turn G/F Switch to F. to check fuel contents 6/. See that internal accs. are connected. 7/. Check controls as follows. U/C lever – DOWN Brakes – On. Check pressure. Flaps – Neutral. Boost Cut-Out – Normal. (Merlin Engine) Mixture Control – Rich Supercharger – “M” Gear. Air Intake – Cold. R.P.M. Lever – Max or Increase R.P.M. Throttle – 1/2" to 1” open. Cowling Gills – Open. [page break] NOTE: Gills open for all ground running & taxying unless air temp. is below 0°C when gills will be left closed until cyl. temp reaches 100°C. USE GROUND STARTER BATTERY FOR OPENING GILLS. 8/. Turn G/F Switch to ground. 9/. Check for hydraulicing [sic] 10/. Turn on appropria[deleted] t [/deleted]te fuel tank cocks and pilot’s master cock. 11./ Give orders to Ground Crew [underlined] “Ready for starting.” [/underlined] & when ground crew reply [underlined] “Ready” [/underlined] 12/. Switch on Main Mags, & Booster Coil (H.S. Mag.). 13/. Give order (“Contact”) and press starter button. [underlined] Note [/underlined] Turning periods not to exceed 10 secs. with 30 secs. interval. [page break] Ground Crew prime as required. In cold weather it may be necessary to continue priming when engine has picked up. [underlined] WARMING UP & CHECKING [/underlined] 1/. Check oil pressure as soon as engine starts. 2/. Switch off Booster Coil (H.S. Mag.). Ground Crew turn off & screw down priming pump. 3/. Warm up at 800 – 900 R.P.M. (1100 – 1200 In-line) to 15°C. Oil Temp. (+5°C Emergency) (60°C. Rad Temp Merlin) 4/. Check for Dead Mags. 5/. Exercise the Prop at Zero Boost. Test C.S.U. at Zero Boost 6/ Retract R.P.M. lever to get a drop of 200 revs. Increase and decrease Boost 1 lb. Revs should remain the same [page break] 7/. Retract R.P.M. lever to Max. Boost should remain constant A.B.C. correctly working. 8/. Test for Mag. Drop with prop in fully fine position. 3% Drop allowed. 9/. Throttle back to 1500 R.P.M. & Check blower. Move control to “S” and note drop in oil pressure. Return lever to “M” and again note drop in pressure of oil. [Merlin – check at Zero boost and note drop in revs and slight increase in boost]. 10/. Throttle back slowly to 1,000 RPM. Snap throttle closed and check Slow Running. [page break] [underlined] STOPPING ENGINE [/underlined] 1/. Run at approx. 900 R.P.M. for 2 mins to allow engine to cool (1100-1200 in-line) 2/. Open throttle to -2lbs Boost for 5 secs. Bring throttle back slowly occupying another 5 secs. 3/. When S.R. is reached operate S.R. Cut-out and switch off mags when prop stops. 4/ Turn off fuel. [underlined] GENERAL PRECAUTIONS WHEN GROUND RUNNING [/underlined] 1/. Do not allow engine to run at less than 800 Revs (1100 I. L.) 2/. Endeavour to restrict cyl. temp 230°C. 3/. A/C. into Wind. 4/. Keep blower in “M” Gear. 5/. Keep mixture in Normal. 6/. Cool down at 800-900 Revs. (1100-1200 in line) 7/. Make checks in correct sequence [page break] to minimise running time. [underlined] ENGINE TURNS BUT WILL NOT FIRE. [/underlined] [Table] [page break] [underlined] ENGINE FIRES BUT WILL NOT RUN [/underlined] [Table] [page break] [underlined] ENGINE MISFIRES ON A FEW CYLINDERS. [/underlined] [Table] [underlined] ENGINE MISFIRES ON MOST CYLINDERS. [/underlined] [Table] [page break] [underlined] Correct Mixture. [/underlined] A short light blue flame which may be almost invisible in strong light. [underlined] Over Priming [/underlined] Noticed only when starting. Intermittent thick, black, billowy smoke, often followed by fire from the manifold. This type is caused by overpriming, constitutes a dangerous fire risk and is detrimental to the engine. [underlined] Rich Mixture [/underlined] A composite flame – short red-orange flame at the manifold followed by an area of invisible flame and terminating in an area of slow burning gases bluish in colour. If the mixture is very rich a black sooty smoke will be noticed and [symbol] [page break] [Drawings x 3] as the mixture strength is correctly adjusted the bluish flame will move to manifold [page break] [underlined] Incomplete combustion [/underlined] An intermittent bluey white flame, usually noticed when taking a magneto check. A drop in R.P.M. may also be observed. [underlined] Burning Oil [/underlined] A short Dull red flame usually accompanied by whitish or light grey billowy smoke. This flame may be noticed in one set of manifolds but be entirely absent in another. [underlined] Weak Mixture & Burning Oil [/underlined] A reddish flame with a bluish tip and is one of the most commonly encountered [deleted] and [/deleted] although it is sometimes confused with the red flame caused by burning oil. This may be checked by moving the M. Control to the R. position. If the flame lessens W.M. and Burning Oil are indicated. [page break] [Diagrams x 3] [page break] [underlined] Defective Sparking Plugs [/underlined] A Very long whitish orange flame appearing intermittently and inclined to be spasmodic or explosive in nature indicates detonation and may be due to defective sparking plugs. The flame usually appears from one or more manifolds. [underlined] Weak Mixture [/underlined] Indicated by a fairly long bluish-white flame emerging directly from the manifolds. The engine tends to backfire at higher speeds. [page break] [Diagrams x 2] [page break] [underlined] ENGINE OVERHEATING [/underlined] [Table] [page break] [underlined] ENGINE VIBRATES [/underlined] [Table] [underlined] LOSS OF OIL PRESSURE [/underlined] 1/. Insufficient oil. Tank cock off. No oil in tank. Wrong grade of oil. 2/. Faulty Gauge. 3/. Overheating. 4/. Too low R.P.M. 5/. Relief Valve set too low. 6/. Pump drive sheared 7/. Viscosity Valve U/S. 8/. Damaged Pipes. 9/. Mechanical Breakdown ([indecipherable word]). [page break] [underlined] DEFECT REPORT [/underlined] [underlined] DATE. 20/6/44 AIRCRAFT. HALIFAX III A/C. No:- 321 [/underlined] [underlined] PILOT:- P/O. ROCK. [/underlined] [underlined] F.E. SGT. STONE. [/underlined] [underlined] SYMPTOM:- [/underlined] Time 04.55 hrs. P.I. Eng: observed whilst at 1600 ft. Eng temp rising from 95° to 120°C. Oil temp - 98°C. Oil Pressure – 35 lbs / [symbol]” Engine vibrating badly. ACTION TAKEN:- Pilot advised. Feathered prop 5.00 hrs & increased Boost to 7 lbs on P.O. Eng. 2,700 R.P.M. Boost decreased to 5 lbs R.P.M. 2550 on S.I and O. engs. SUSPECT:- Big end Bearing Run. SIGNED. J. Stone F.E. WITNESSED. J. Rock. Pilot. [page break] SIGNALS BETWEEN PILOT & G. CREW 1/. [underlined] Chocks away [/underlined]:- Pilot’s hand moved slowly from side to side, arm fully extended and hand open. Arm moved as far as cockpit will allow. 2/ [underlined] STOP [/underlined] Hand raised to full extent above head, palm to the front. 3/ [underlined] STAND CLEAR [/underlined] Pilot’s hand waved above head. 4/ [underlined] CHANGE DIRECTION [/underlined] Arm moved vertically upwards and downwards as far as the cockpit will allow in the direction in which the turn is to be made. 5/. [underlined] ALL CLEAR [/underlined]: Airman on Port Wing tip salutes pilot. 6/. [underlined] ADVANCE [/underlined]: Beckon with both hand. 7/. [underlined] TURN LEFT OR RIGHT. [/underlined] Beckons with one hand, holds other still palm to front. [page break] 8/. [underlined] STOP [/underlined]: Both hands held still palm to front. 9/. [underlined] STOP ENGINES. [/underlined] Both hands moved across in front of body. [underlined] NOTE: [/underlined] Torches are used at night. [underlined] PUBLICATIONS [/underlined] [underlined] A.P. 113 Index of Publications [/underlined] [Table] [page break] [underlined] A.P. 1464. [/underlined] [underlined] Vol. I [/underlined] [underlined] PART A [/underlined] Engineering Principles, Workshop Lay-Out and Practice. [symbol] [underlined] PART B [/underlined] General Aerodrome, Aircraft and Ground Equipment. [symbol] [underlined] Vol. II [/underlined] A./ Organisation & Administration. [symbol] B/. General Engineering. [symbol] C/. Aero Engines. [symbol] D/. Aircraft [symbol] E/. Motor Transport. F/. Marine Craft. G/. Ground Equipment. [symbol] H/. Drawing Office. I/. – J/. Torpedoes. K/. Test Benches. [page break] [underlined] MAINTENANCE SCHEDULE. [/underlined] [underlined] Section 1. [/underlined] Between Flight and Daily Inspections. [underlined] Section 2. [/underlined] Major & Minor Inspections. [underlined] SUB-SECTION CODE LETTERS. [/underlined] A/ - Airframe. B/ – Engines C/ – Instruments D/ – Electrical Equip. E/ – Wireless F/ – Armament [underlined] ASSEMBLY GROUPS [/underlined] Prop: - Propellers. P.p. – Power Plant. Uc. – Undercarriage Co. – Cockpit. FU. – Fuselage G.T./ – Gun Turret T.A. – Tail Assembly PL. – Main Plane G.E. – General. [page break] [underlined] FORM 700 [/underlined] A booklet designed to keep a check on the life of an aircraft over a given period or until full, the check comprising flying times, repairs replacements and modifications etc. On completion of specified period all entries are transferred to the log books & F.700 is filed. [underlined] F. 700 consists of: [/underlined] D.I. Certificate. Refuelling Certificate. Oil Coolant & Arming Certificate. Change of Servicability [sic] & Repair Log:- Air Frame Change of Servicability & Repair Log:- A[deleted letters]xillaries Change of Servicability & Repair Log:- Aero Engine Power Plant Pilots acceptance & Flying Log. [page break] [deleted][underlined] Pilots Acceptance & Flying Log [/underlined][/deleted] [underlined] C.T.M. = Centrifugal Turning Moment [/underlined] Is the forces always trying to turn [deleted] a [/deleted] rotating prop. blades into a finer pitch. This force increases with weight of blades & speed of aircraft. [underlined] A.T.M. = Aero Dynamic Turning Moment [/underlined] Is the air pressure on blades due to forward flight which has a tendency to coarsen the blades. This force however, is not as strong as C.T.M. [page break] [underlined] D.H. HYDROMATIC PROP. & C.S.U. [/underlined] [Diagram] [page break] [underlined] THREE MAIN PARTS. [/underlined] 1/. Dome Assembly. 2/. Blade & Barrel Assembly. 3/. Distributor Valve Assembly. [underlined] ON SPEED [/underlined] means that the engine is running at the number of revs. selected by the R.P.M. Lever & the C.S.U. is in an On Speed position with the flyweights vertical, the force from the weights being equal to the force from the C.S.U. spring with the C.S.U. piston valve in a central position creating a hydraulic lock in the dome assembly. Therefore the blades remain at a fixed pitch. [page break] [underlined] OVER SPEED [/underlined] means the engine is running at a higher speed than that selected by the R.P.M. lever. The C.S.U. is in the over speed position with the flyweights moving outwards due to force from the weights being greater than that of the spring. The Flyweights lift the C.S.U. piston upwards allowing oil from the booster pump to flow to the rear of the piston in the dome assembly. Forward movement of the piston coarsens the blades ((ie) the load on the engine) and the speed of the engine drops to the selected figure, and the flyweights are then ON SPEED [page break] [underlined] UNDERSPEED [/underlined] means that the engine is running at a less speed than that selected with the R.P.M. Lever. The C.S.U. is in an underspeed position when the flyweights are moving in due to [deleted] fl [/deleted] the force of the flyweights being less than that of the spring. The piston valve moves downward allowing oil to drain from the rear of the rear of the dome piston to the C.S.U. and through the hollow piston valve back to the engine sump. Engine oil pressure on [deleted letter] the front of the dome piston assisted by the C.T.M. push the piston back and cause [page break] the blades to move to a finer pitch (decreasing the load on the engine) The figure selected is then attained by the engine and the flyweights resumes ON SPEED. [underlined] DISTRIBUTOR VALVE [/underlined] The purpose of the valve is to direct the flow of oil thro’ the distributor valve assembly to the dome assembly. The D.V. moves only when unfeathering. [underlined] UNFEATHERING [/underlined] Oil flowing from Feather Pump is directed to front of piston by D.V. As the piston moves back under this pressure the dump holes will line up with the dump port therefore the oil pressure [page break] will drop to engine oil pressure, and become equal to the pressure at the rear of the piston. When feathering switch is released the D.V. will return to normal. C.S.U. will be under speed and so oil at the back of the piston will drain away to the sump. Engine oil and C.T.M. will move blades to finer pitch. [underlined] GROUND TESTING OF FEATHERING & UNFEATHERING [/underlined] 1/. With R.P.M. Lever at max. R.P.M. position set throttle to give 1,000 R.P.M. 2/. Press feathering button which should stay in Prop should [deleted] 3/. [/deleted] feather in ten to fifteen seconds R.P.M. should drop to 600 R.P.M. Feathering switch should snap out. [page break] 3/. Allow engine to run at these revs with prop feathered for about 10 secs to allow sump to be cleared of oil discharged from prop. 4/. Press and hold in feather button until R.P.M. cease to rise (approx. 800 R.P.M.). 5/. Release button and R.P.M. should rise to 1,000 revs. If they fail to do so give a short burst of throttle. [page break] [underlined] FEATHERING IN FLIGHT [/underlined] 1/. Press Feathering Button. 2/. Close throttle. 3. When Prop is stationery switch off mags. 4. Turn off Fuel. 5/. Close gills to reduce drag. [underlined] UNFEATHERING IN FLIGHT [/underlined] 1/. Ensure that the throttle is at starting position. R.P.M. Lever at Min. R.P.M. position Gill fully [deleted] opened [/deleted] closed to assist warming up. 2/. Switch on Mags & Fuel 3/. Hold in Feather Switch. Prop should start to windmill 4/. Release switch when R.P.M. reaches 1000 Revs. 5/. Open throttle to warm up. 6/. Adjust R.P.M. Lever to bring [page break] in line with other engines. NOTE:- If engine is cold release switch as soon as prop starts to windmill. A cold engine must be restarted slowly. If R.P.M. starts to creep up push button again. This coars[deleted]e[/deleted]s [sic] blades to coarsen. Pull-out switch at required R.P.M. To return to N.S. Normal C.S. action it may be necessary to feather the prop and then unfeather. [page break] [underlined] AERODROME SIGNALS [/underlined] [Drawing with text] A 42’ white hollow square placed outside the watch office. The various signals are [underlined] placed outside [/underlined] it. [Drawing] A 10’ red square indicates that rules for civil airfields are not in force. Airfield [underlined] not [/underlined] open to private aircraft [Drawing] A diagonal yellow cross on the same square indicates that all landings are prohibited. [Drawing] A single diagonal indicates the airfield is partially U/S and care should be taken while landing. [Drawing] A white [deleted] tee [/deleted] T is used to show wind direction when winds are light or variable. The black ball is to show that the T is in use and other direction indicators are to be ignored. [page break] [Drawing] GAS – DO NOT LAND. [Drawing] GAS – Land and Taxi up wind to edge of airfield. [Drawing] Bombing Practice. [Drawing] Balloons Up. [Drawing] Taxi on Runway or Track. [Drawing with text] Parachute jumping or Glider Towing in progress. [Drawing] RED FLAG – L.H. Circuit. GREEN FLAG – R.H. Circuit. [Drawing] Local Recall, Own A/C to land at Home Station. [Drawing] A/C to proceed and land at home station as soon as possible. [Drawing] General Recall, All A/C to land at nearest drome. [page break] Blank page [page break] [Calculation] [page break] [underlined] Why are prop. Blades Twisted? [/underlined] To get the correct angle of attack at all parts of the blade from root to tip, and so get max efficiency from the prop. [underlined] What is A.T.M.? [/underlined] Aero Dynamic Turning Moment is a force which tends to continually turn the blades to fine positions, due to the relative air flow and the centrifugal force on the prop blades. It opposes any action taken to try and coarsen the blades. 147. M.G. SNOWBALL. [page break] [boxed] 1 [/boxed] [underlined] SNOWBALL 1595147 [/UNDERLINED] 1./ To keep engine running at a speed where the pump is keeping the engine clear of oil. The engine turning the prop will also keep the drag down, whereas if the prop was windmilling it would create [symbol] a temporary drag until the prop was fully feathered. 2/. Press the feather button until prop windmills, the RPM Lever will be in “Min” R.P.M. position. As soon as windmilling starts release button, this allows the oil to be circulated round the engine. Then press again [symbol] and coarsen prop, when released the C.S.U. should take over. Open up the engine slowly [page break] [boxed] 2. [/boxed] 3/. To break the electric circuit to the switch solenoid, thus allowing the switch to fall out and so switching off the feathering motor. It breaks the circuit when the piston in the dome cant move any further forward and the oil pressure builds up to 450 lbs/[symbol]”. The prop is then fully feathered. [symbol] 4/. The transfer valve would be kept open due to the pump still running. This would therefore keep the C.S.U. out of action and due to engine oil and CTM the prop would move to fully fine position. The oil pressure at each side of the piston in the dome would equal out when the dump holes lined up with the dump ports but the CTM [page break] [boxed] 3 [/boxed] would continue to fine the prop due to the C.S.U. not working. [symbol] 5/. The flyweights would fall out and raise the piston valve. This would allow oil to pass to the back of the dome piston and coarsen the prop. The booster pump would idle at 400 [letter and symbol obscured] [symbol] 6/. Make sure you have everything set correctly. Dont run the engine less than 800 – 900 revs. See that the aircraft is facing the wind & is fastened down at the tail. See that trolley acc is connected. See that fuel and oil tanks are full. [symbol] Check brake pressure Check oil pressure. [page break] [boxed] 4. [/boxed] 7/. At zero boost and with R.P.M. Lever in max position Test for drop by switching off first one mag and then switching it on again, and the same with the other mag. While doing this watch the Engine R.P.M. The check can’t be made with the prop constant speeding because any drop which may be got in Revs, will be [deleted word] counteracted by the [symbol] action of the C.S.U. fining the prop blades. 8/ Set throttle lever to give Zero boost. Retract R.P.M. Lever from Max. R.P.M. position until a drop of 200 R.P.M. is observed. Lock it in that position. Then move throttle up to +1 lb boost [symbol] and then back to -1 lb boost. R.P.M. should remain constant. [page break] [boxed] 5 [/boxed] [underlined] SNOWBALL [/underlined] 9/ It would most probably not start but if it did you would see black smoke and maybe flames) coming from the exhaust. [symbol] 10./ 1/ Fuel Refuelling Certificate 2/ Oil, Coolant & Armament. 3. Pilots Acceptance & Flying Log. [symbol] 11/. Look up A.P. 113. which is the index for publications. Find the A.P. for the engine and get Vol. 2 Part 1. [symbol] 12/. [Calculations] [page break] [Blank page] [page break] [boxed] 147 [/boxed] 1/.(a) Supplies [inserted] correct [/inserted] air pressure from system to brake shoes. [symbol] [symbol] (b) Enables differential braking to be used for steering. [symbol] [symbol] (c) Keep pressure equal [symbol] in both brakes in straight [deleted] taxy [/deleted] running. (d) Ensures that no pressure is lost from brakes due to leakages. [symbol] [symbol] 2/. Idling: Allows the system to idle[deleted letter], by [deleted letter] closing one valve under pressure and allowing a lightly loaded valve to open, and taking the load off the pump. [underlined] Relieving: [/underlined] Is when a pressure builds up a heavy loaded valve opens and allows whatever is being pumped in the system to go back to [circled] P.T.O. [/circled] [page break] the return line, but the load is still on the pump. [symbol] 3/ When the u/c. is locked in the down position a green light shows on the panel, [symbol] being switched on by a micro switch on the u/c. legs. Whilst the u/c is moving or down or if it is in the unlocked position at any time a red light shows. [symbol] [inserted] 10 [/inserted] When u/c is locked fully up no lights show at all. [symbol] 4/. Select u/c down and oil will flow through the system and [deleted letter] extend the jacks lowering the u/c. [calculation] [page break] M.G. Snowball. M [indecipherable letters] MG Snowball MG Snowball MG Snowball MG Snowball MG Snowball MG Snowball [page break] [Blank rear cover] 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 Maurice Snowball's Engineering Notes Description An account of the resource Notes kept by Maurice during his training. Creator An entity primarily responsible for making the resource Maurice Snowball 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. Training material Format The file format, physical medium, or dimensions of the resource 262 page notebook with handwritten annotations Identifier An unambiguous reference to the resource within a given context MSnowballMG1595147-210606-04 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 Angela Gaffney aircrew flight engineer Halifax Halifax Mk 3 RAF Locking RAF St Athan training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/1141/34159/PStapleyVA16020002.jpg 6204df1e56b092e7b66d7b2ed965b333 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1141/34159/PStapleyVA16020001.jpg aa89fcc873cf5168f39c4fddefe239b9 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 Stapley, Victor Victor Arthur Stapley V A Stapley Description An account of the resource Three items. An oral history interview with Wing Commander Victor Stapley OBE, DFC (b. 1922, 1801888, 175092 Royal Air Force), his log book and a portrait. He served in the RAF from 1941 to 1977. He flew operations as a flight engineer with 166 squadron. Post war he served in Singapore, Malta, and at Christmas Island. The collection has been loaned to the IBCC Digital Archive for digitisation by Victor Stapley 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 2016-08-02 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 Stapley, VA 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 Victor Stapley Description An account of the resource Head and shoulders. portrait of a flying officer wearing battledress with flight engineer half brevet and distinguished flying cross ribbon. Signed 'Norman Colebourne 1945'. Accompanying card captioned 'Victor Stapely DFC, painting on card, RAF Locking/Western Airport, mid-late 1945'. Date A point or period of time associated with an event in the lifecycle of the resource 1945 Temporal Coverage Temporal characteristics of the resource. 1945 Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset 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 Type The nature or genre of the resource Artwork Format The file format, physical medium, or dimensions of the resource Colour portrait painting Identifier An unambiguous reference to the resource within a given context PStapleyVA1602 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. aircrew Distinguished Flying Cross flight engineer RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/606/32116/BMayBJMayBJv10001.jpg aad31a22d9d19433797d41f0e49a144b https://ibccdigitalarchive.lincoln.ac.uk/files/original/606/32116/BMayBJMayBJv10002.jpg f10b2a17b40a476de874cf0386c205a8 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 May, Ben John B J May Publisher An entity responsible for making the resource available IBCC Digital Archive Identifier An unambiguous reference to the resource within a given context May, BJ Description An account of the resource Three items. An oral history interview with Ben May (1925 -2018, 1894955 Royal Air Force). He flew operations as a flight engineer with 420 Squadron. Also includes a short memoir and a photograph. The collection has been donated to the IBCC Digital Archive by Ben May and catalogued by Nigel Huckins. 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 document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document Flight Engineer, 420 Squadron RCAF, Bomber Command, RAF, WWII Regarding myself and my RAF years, I was only 13 when the war started, evacuated in 1940 to all places the midlands, between Birmingham and Coventry. I didn't stay long though and returned to my home in Thanet in time to watch the second half of the Battle of Britain. I joined the ATC in 1942 and volunteered for aircrew when I was 17. I was called up in Feh. 1944 as F/E u/t and sent to Locking after ITW in Cornwall. Then on to St. Athan, passing out on my 19th. birthday. Spot of leave, then attached to the R.C.A.F. who were short of flight engineers, joined my crew and after HCU and posted to 420 Squadron in December 1944. I see from my log book that my first flight in a Halifax was on Jan 2nd. 1945..! We went on to do 11 op's before the end of the war, but as we all know now, the war was virtually over by then. However, we didn't know that and they were still shooting at us, and we saw an ME 163, also watched a V2 fired from Belgium whilst on our way home early one morning. Among our op's were one or two quite spectacular ones such as the long flight down to Leipzig in daylight on April 1Oth. , and the Heligoland raid on the 18th. This was remembered mostly for the Lancaster which went in several thousand feet below, and just in front of us dropping a 'grand slam' bomb on the intersection of the two runways. Also for flying through the wreckage of a Halifax which exploded just in front of us. Other things of note were three trips to Hamburg in one week, and a very hairy trip to Munster on March 25th for which we took MZ 620, the spare Hally from 425 squadron, ours going u/s at the last moment. This was due for an engine change and we went over the target some minutes after, and quite a bit below the others picking up a few holes in the process. I also note that we had two fighter encounters on the night of April 8th. and had to land away from base. , After V-E day I was remustered and trained as fitter/marine with the intention of joining air/sea rescue services in the Pacific for the expected invasion of Japan. The atom bomb however put an end to this and I finished my service in 1947 on marine-craft in Singapore. My business life since then has been in photography - firstly commercial work in general, then a spell in the aviation world but unwanted after the S.R.53 which I was busy with was cancelled in 1957. I returned to my own neck of the woods and started my own business which has kept us in groceries ever since. I did a lot of aviation pictures, including concorde air-to-air and still fly with a friend who owns a Cessna. I also still fly radio controlled models which keep the old reflexes in trim. One final thing - to complete the picture so to speak, I took one of my models up to Yorkshire and flew it from my old runway at Tholthorpe..! That's enough bull, I'll attach a few pictures which you might find interesting, the first is my crew, our skipper Les Rush from Vancouver is in the middle and yours truly in the long streak on the right. · [black and white photograph] Rush Crew, 420 Squadron RCAF Then a couple of bombing up' PT-R and a couple of me, one at the FIE panel, and one by the wheel (big weren't they ?) 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 Flight Engineer, 420 Squadron RCF, Bomber Command, RAF WWII Description An account of the resource Ben May's life and service as a flight engineer on 420 Squadron flying Halifax from January 1945. He describes life before volunteering for aircrew and being called up for the RAF in February 1944. He provides a short description of training and joining 420 Squadron at the end of 1944. He describes some notable events during operations, including seeing Me-163 and V-2 launched from Belgium. He recalls notable operations and events, including being engaged by fighters on two occasions. Was planned to go to the Pacific but was cancelled after Japanese surrender. Ended career in 1947 on a marine craft unit in Singapore. Describes life after the war as an aviation photographer. Ends with photograph of seven airmen standing in line in front of a Halifax, captioned "Rush Crew, 420 Squadron RCAF'" Ben May is on the right. Creator An entity primarily responsible for making the resource B J May Format The file format, physical medium, or dimensions of the resource Two page printed document with b/w photograph Language A language of the resource eng Type The nature or genre of the resource Text Text. Memoir Identifier An unambiguous reference to the resource within a given context BMayBJMayBJv1 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 Canadian Air Force Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset Wales--Vale of Glamorgan Germany Germany--Leipzig Germany--Helgoland Germany--Hamburg Germany--Münster in Westfalen England--Yorkshire England--Cornwall (County) Temporal Coverage Temporal characteristics of the resource. 1942 1944-02 1944-12 1945-01-02 1945-04-10 1945-03-25 1945-04-08 Contributor An entity responsible for making contributions to the resource David Bloomfield Maureen Clarke 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. 420 Squadron aircrew bombing bombing of Helgoland (18 April 1945) flight engineer Grand Slam Halifax Lancaster Me 163 RAF Locking RAF St Athan RAF Tholthorpe V-2 V-weapon https://ibccdigitalarchive.lincoln.ac.uk/files/original/1722/28904/AYeandleBA181229.mp3 2ab0b8438e291265ab84c6488aa0d64c 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 Yeandle, Bertram Arthur B A Yeandle 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 2018-12-29 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 Yeandle, BA Description An account of the resource Six items. An oral history interview with Sergeant Bertram Arthur Yeandle (b.1921, 573365 Royal Air Force) and photographs. He served as an engine / airframe fitter with 179 and 23 Squadrons. The collection has been loaned to the IBCC Digital Archive for digitisation by Professor Susan Yeandle and catalogued by Barry Hunter. 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 2018, and we’re in Filton, Bristol talking to Bert Yeandle about his life and times. Bert, what are your earliest recollections of life? BY: Well, I went to school, junior school in North Petherton, and one of the interesting things about the school, I- In those days the 11+ was rather limited. There were almost forty children in my class, it were one girl and one boy, passed the scholarship and taken to the local, to the local secondary school, you know the high school sort of thing. One was, one was the postmaster's son, the other one was the local labour exchange’s daughter, so that- I- You can put that how you want it but I fancied there was a little bit of a twist somewhere. CB: And what did you parents do? BY: My, my mother left- Was born in 19- 1880 in about- She went to school in- She was born in Woodstock, or a place called Glympton near Woodstock in Oxfordshire, and she, she- I don’t quite know much about her schooldays but I remember she told me that she had to pay to go to school, even council school, I think they paid six pence a week they had to pay, had to take this sort of little silver sixpence to school. Anyway, eventually she left home and became a cook, and I suppose her training was through her mother, who had been that sort of thing, and she went to work at Puriton just outside Bridgewater, to the home of a reverend doctor, who had five boys, and she cooked in those days and that must’ve been about, about 1893 or something around- I think she’d be about- Well say she was about sixteen from, yeah ninety-six or seven. She was born in 19-1880 that’s be nineteen, sixteen sort of thing, about twenty-six, maybe a bit younger but that’s immaterial, and then she stayed there and my father, he was a tailor, a bespoke tailor, and he followed the trade until, it was- Until the tailoring trade was swamped by the, by the, the Jewish sort of tailors that came the Montague Burtons and the, fifty-shilling tailors and all these sorts of things, and they swamped the bespoke tailors, and there was a lot of unemployment. Anyways, father managed on, things were rather tough in the thirties for me, because father only had three, three weeks- Three days of employment by a firm of tailors in Bridgewater, three days a week and he used to do jobbing, you know, people knock at the door and say, ‘Shorten my trousers’ or, ‘Lengthen the sleeves,’ all that sort of thing, and that’s how he survived until, about 1935, he became a relieving officer- a temporary relieving officer and registrar in Bridgewater and North Petherton district, and he did- He stayed with that situation until he, until he died. He did join up in 1918, in a tailor division, I don’t know a lot about that but he, he, he didn’t- He wasn’t called up before that because there was a lot of uniforms that had to be made in the fourteen, eighteen war, they were knocked up very quickly and, so he was employed in that and eventually called him up in early parts of 1918, I think or something like that. So, he didn’t, he didn’t- he didn’t know much about it. I had one brother, my brother, he joined the RAF soon after me and he went to the, overseas, the force in France straight away. What did they call them, the? CB: The BEF. BY: BEF, British Ex- Yep. CB: Expeditionary. BY: And he stayed with them till evacuation. CB: Right. BY: Evacuation in May, and he didn’t come across with the boats with the masses, he travelled on a petrol bowser with a few other fellows, south of Dunkirk and came across by some boat further down Brest, or somewhere down that end, he got safely home that was that. He was- While he was there in, with the BEF he was a despatch rider and a part-time policemen sort of thing. I can tell you more about him. CB: Ok, so- BY: And he, he demobbed just when ’45, you know, sort of. CB: Right, so back to your early days at school BY: Yep CB: Did you enjoy school? What were your- BY: I think I did yes. CB: - particular interests? BY: One important thing was, half way through my school, my junior school, when I was about nine or ten, our headmaster was seriously ill, and he was taken off teaching and a temporary master came to us, who lived in Cleveland, he came down from Cleveland to take over the management, and he brought with him an Oxford University graduate, who taught his boys to play rugby, and he, he took us out and trained us, and of course North Petherton was a hot bed of rugby from 182- 1875, I think. So, they’ve had a history right through the war, all the time and still operating now, and not the same strength but there we are. So, that’s one of my earliest things, and then as father’s financial position got a little better, being in a better job, you know, more- as an assistant registrar and all that sort of thing, he sent me to a commercial school in Bridgewater, at which I, I- As you know, it specialised in bookkeeping, short-hand and I had the option of either learning French or learning Euclid and as it was, I thought Euclid sounded, well a useful sort of thing and I studied Euclid. You know what that is? A sort of offset, the sort of explanation of why something happened, why two parallel lines never meet, you know, all this sort of thing. So that went on, until I left school and, as I said, went to, work as a junior clerk in the Bristol- Bridgewater gas company. All the towns had their own private sort of organisation in those days right, and then from there on I- My, my cousin introduced me to the, to the strong points of being an apprentice, and how good it would be, and he felt certain, even though I went to a commercial school and one of the papers that we had to, we had to take to assess at Halton. You know that do you? There was three papers, English, science and, and general studies. Well, science was a problem and when I got the exam, temporary exam papers and then applied to be an apprentice, I got the temporary redundant sort of thing to see what it was, and I thought what have we here. So, I got tuition privately from a scout-master who was a teacher and he managed to struggle me through, and I passed and I was four-hundred-and-seventy-fourth out of nine-hundred-and-ten so. So, in those days, it- The pecking order was such that as you- The higher you were up the more first chance you had for the trade you turned in. So, a lot of the- you know the top ten, they went for wireless operator, mechanic, or fitter armourer or fitter two or wireless and electronic, that was the four trades of work and it worked out according to your pecking order. So, I, I was more or less, got what I wanted, and I was trained. I went to Halton and after a while, I think eighteen months they decided that they would- It was getting rather over bodied by more apprentices than they could cope with, all of us the same situation was such in Cosford, and we transferred to Cosford, and I finished my apprenticeship at Cosford, and passed out of Cosford. In about the first or second of April- March- January rather, joined Bomber Command at Harwell, that’s roughly, any more questions? CB: Harwell in Oxfordshire? BY: Berkshire. CB: Berkshire it was then, now in Oxfordshire, yes. BY: It had no, it had no runway, all the air- All the Wellingtons took off, and we, we had about, about eighteen Wellingtons and an Anson and an Oxford. These other two were for local commute, you know, flitting from one station to the other, passing a sort of good word between each station, and- Where are we now? And then CB: So what sort of date- BY: I started to work straight away. CB: Yep, on what? BY: On Wellingtons. CB: Yes, but what- BY: The first job I got- In those days it was- You got the normal sort of daily routine inspection, you got the thirty-hour, you got the sixty-hour and you got the a hundred-and-twenty hour inspection of aircraft, and being a fitter2 E, engines were my speciality, so I was put with another experienced young man, and we had to take an engine out of, out of the Wellington and put a new one in, that was my first job, and then it went on from there and then, you know, various- But I must say at this stage that it was quite interesting, as we came to the hangar every morning, in the middle distance were the Berkshire Downs and invariably every day you’d see a white patch in there, which is a crashed aircraft. Burnt up by the cadmin[?], you know, what the structure was made out, you know, ‘cause they were flying at twenty-hours and twenty-five hours, no experience at all, and then in 19- They had to get airmen in the air, in ’40, some survived that were better than others but- And that was- But, as time ran on there as normal daily work and we obviously, that the RAF, or Bomber Command as every other command, very conscious of the, of the sabotage which was occurring out in airfields and things like that, and there was guards placed in the insert and outs of the hangar in the first six months of 1940, you know, for- We just didn’t know what was happening, or they didn’t know, and eventually we run up to, to Dunkirk. Now as soon as Dunkirk was sort of settled, within about- When all the ones that were able, were home to their homes or their units and such like, there was that fear of paratroopers. So, we had set up in various teams of about twenty, and we had to man the airfield at an hour before dawn, till two hours after dawn armed with fifty rounds of ammunition, waiting for the parachutes to come. Fortunately, they never came. So- But we’re there waiting and being a lad of nineteen, you know, you had that fear of- You’re out- ‘Cause differing at nineteen, and one of us twenty-five and thirty and go on doesn’t it, and you know, I thought it would be a good job have a shot at these people dangling down with a canopy above ‘em, but it never happened, and then that eased off and we’re on Wellingtons, carrying on ‘cause I think we had about seventeen or eighteen there, and as I told you before we- Our job was in the early stages of March, April, May, May sort of thing was bombing, was nickel bombing or leaflets, propaganda, you know, distribute all over Berlin and all other places like that, and I wish I’d salvaged a couple and got them now, they were interesting to see but we just flung them in the dustbin as it was, you know, you’re- And that was it until, until it came- Now where are we now? I’ve lost my self a little bit. CB: Just stop a minute. BY: In, I’d never heard of it before, the Flight Sergeant Warrant Officer in charge of the hangar, who was the boss and you know, you know that sort of, the power they had, you know, they’d do this that and other, you can’t do this, you can’t do that, you must do this, you know, that sort of business, and he was, he was a West Indian, and in those days, you know, when you met a coloured man, you- It was unusual, and he was a boss there, and he was the boss all the time I was there. I don’t- What it- Where he ended up, I don’t know, but he was very efficient. There’s no doubt about that. So that’s- CB: How did he get on with the- BY: I think he got on very well, we, we respected him, you didn’t- You respected authority in those days but we were, we were sort of brought up at Halton to sort of respect authority, you know, and- CB: So, you arrived at the airfield, what did they do as soon as you arrived? BY: Well I mean we’d already gone through the fundamentals of- Medicals and all that sort at Halton, you know, we’d had a very good briefing there, we’d learnt a lot about air force law, and drill ‘cause we- Friday afternoons was the drill, Monday- Wednesday afternoons was sports afternoon, Friday afternoons was ceremonial drill, and in between we were taken to a study room to read- to study, or be read the air force law to us, what we should do and what we shouldn’t do, and of course we got the King’s Shilling at the time. CB: At Harwell? BY: At Harwell, yeah. CB: So, you arrive, it’s one of the expansion period air fields- BY: Oh, it was yeah CB: -so it’s well set up- BY: Well, I don’t know whether you- You’re aware of this but Lord Trenchard in 19- When he was the head of the metropolitan police, he looks at the Air Force and he said, ‘We’re all behind, we’re backward,’ compared to the Germans and all- ‘We’ve got to get a force of grammar school boys,’ and especially grammar, ‘who’ll take an examination, Great Britain and Northern Ireland, and fit them and train them to be the ground force of the RAF regardless’. CB: Yep. BY: Regardless at the time, you know, what- But there was quite a few people that applied for aircrew at that time and then after about- And I applied but I was, I was a bit late in applying, and at that time the Air Ministry said, ‘Right no more ground crew, we’re not going to spend money training you people for two-and-a-half, three years, and send you off flying and lose you in, in no time’. So, they focused- I don’t quite know what they- How they focussed their attacks on getting more aircrew into Bomber Command and Fighter Command and all the communication and, you know, air sea rescue and all this sort of thing. Not air sea rescue, command control they called it, not air sea rescue, command control. CB: Coastal Command? BY: Yeah, Coastal Command, yes. CB: Well, it was expanding fast. BY: Yeah, and so he, he emphasised that we gotta get- We’re having an entry of every two months- Every two year, every May- Twice a year. CB: Yes BY: Twice a year. CB: Into Halton? BY: Into Halton, and Halton was getting a bit overloaded it was four big squadrons there then and we- Then they formed us into five squadron, and we- Then they took us to Cosford, but we had the same standard of education and we all had to go and get the same trade test as well. We had to go to- In those days we had to get a trade test as well so, before you passed out into your squadrons or whatever, and a good job- A good majority of us, you know, had to what they called the warning of going overseas, and I went overseas on the 1st of January- Well I, I left home, left my father and mother on the 1st of January 1941. CB: Right. Can we just go back to the Halton bit? BY: Yep CB: Because it’s quite important here, I think. What was the routine? You’re young, you’re sixteen, you join the air force and you’re in a barrack block- BY: Yes, indeed. CB: -with a dormitory, so how many people in the dormitory? BY: About thirty, and being a clerk before I joined up, most had come straight from school. CB: Yes BY: I was the, room clerk so I had to take a name, address and next of kin and all that. So that was my job which in a way was a better job than doing the ablutions or, you know, dust under the bed and, you know, that sort of thing, centre floor. So that was my job and that was the first thing we did at when we got- We had be registered and then what information, detail went to the office and all that sort of thing. Of course, we- All letters home had to be censored, and it started on from there. CB: Was there censorship before the war? BY: No, no, not to my knowledge. CB: Right. When you, when you got up in the morning, what time of day was that? BY: Six-thirty. CB: Ok, then what? BY: Six-thirty, and breakfast was half-past seven to half-past eight all properly dressed, no nonsense. Three mornings a week, we had to get up at six and that was for PT. Not very strenuous but get some fresh air and running out, loosening your limbs from lying in bed. Our bed time, for the first year, was nine-thirty, we had to be in bed by nine-thirty and lights out at ten o’ clock. It was no smoking until you were eighteen, and then you only smoked in certain parts. Lights out, as I say and as the next year went on until we left, you carried on the same routine. I think the- I think we could, light’s out was at ten o’ clock, but we still carried on a routine of breakfast, to the hangar, orderly dressed, if you didn’t- If you weren't orderly dressed- I mean I was caught once wearing a pair of red socks, somebody saw me, took my name and I was jankers, you know what that is? CB: Yes, so you, well you’d better explain- What are jankers? BY: [Laughs] Well jankers, first of all you had to report to the guard room, with your best blue on at six o’ clock, at night, and a nine o’ clock. You were inspected by the, by the orderly officer or the sergeant, and which then were detailed to the severity of your crime, into the cookhouse to scrub the floor or, do any duties that were necessary there, and that’s really what it worked out to be. So you were punished, you either got three days or seven days. If you were a really naughty boy and done something really serious you might be sent out to a, a sort of home where they vetted you and gave you a suitable punishment. I remember one situation, I can recall where we took an engine out of- Took a pega- ‘Cause the Pegasus and in-lines used in the Wellington at that time, as a sort of spare. What they could get hold of really, suitable, and this fellow, he had to drain the oil obviously, and he disconnected the oil and the engine, under the coupling to the and shot it out, and shot off the, oil of the tank which was remaining in the petrol tank, I think it was about thirty gallons of oil in this petrol tank and the- CB: Oil tank, yeah. BY: And instead of just screwing the thing up, he poked a bit of rag in first of all and screwed it up, eventually the aircraft crashed because the next person undid the union, connected up to the engine, are you with me? CB: He didn’t know that there was a rag in there. BY: He didn’t know that there was a rag in there, and that obstructed the flow, and the aircraft crashed because there was a seizure on the engine and he was sent up to field punishment camp. CB: What happened to the crew? BY: The crew, I believe were killed. I wouldn’t like to say for definite on that, the aircraft definitely crashed. CB: A thing like that’s very serious, so to what extent would the- At what point would a court-martial be convened for that sort of thing? BY: Well, you’d go there- I expect- I don’t know whether, whether it was tantamount to a court-martial, I think it is. If you were sent to the- What is it, what was I, called the name? The home? CB: The punishment. BY: The punishment home, if you were sent there the odds are that you would take a service court-martial. CB: Right. BY: And every time you were a minor punishment, like I just mentioned what I did with my socks or, you know, I- You had to go in front the CO, and wait in a corridor ten minutes and let him get his breath and you’d get your breath back, and you march in and salute him and all that sort of thing and, the charge was there, with the corporal and sergeant that had found you, that sort of thing, you know, that sort of thing. But, you know, it taught us discipline, and it taught us how to- You know, you got to draw the line sometime, you can’t do what you like, you were treated well, the food was very good in wartime and right up to- Food was very good. Our education, we had twenty-five hours at workshop and fifteen hours in schools, and I always remember the first, the first day at school- We were presented with, the unification of- The one before, oh I don’t, I can’t think of the name, but it was quite severe. I was out of touch really, and I- We sat in, in a order in the schools, alphabetically, so the fellow sat beside me was a brighter boy than I was and he was a good lad and he used to help me a little bit with my sort of, you know, sneaking across a piece of paper and the answer to one of the things. Unification of something, what is it? What is that, a receive before, before algebra? Anyway, it was quite severe and, our history was about the air force, how it was formed, what the blue means and all that sort of thing and the various stations around the company and the general studies was about the various historical, which would affect the air force. We had a good sort of grounding there. CB: So when did you actually join the apprentice scheme at Halton? It was ’37 entry, when was that? BY: January ’38. CB: Right. BY: I had to report in January ’38. I took the examination in Weston-Super-Mare, in I suppose about- I think it was about September, something like that. CB: Yeah, and then the course finished after how many years? BY: Well, the course finished just under two years, we didn’t do the three years because the situation was such that they wanted to cram as much in as they possibly could, you know, we used a few more hours and with a little bit more private study and all that sort of thing. So-But on balance the boys that stayed at Halton, or the ones at Cosford finished at the same time, with the same ability. CB: Yeah BY: Group one, we were group one tradesmen, a Fitter2. At this stage, after the war, I with about, about seven or eight-hundred other ones, got converted. You see I was qualified at that time- When I passed out, I was qualified to do any job, to do with the engines, aircraft engines, take the prop off, all that sort of thing, hydraulics and various numatics, and such like. The other tradesmen had their sort of- We never touched any armaments or that was their job, and the wires, nothing to do with that sort of thing. CB: So you were technically an engine fitter? BY: And then after the war, I did one year's course to convert me to the air frame side of it, so consequently when I left- We had this course at Locking, RAF Locking in Weston-Super-Mare and when I left that one, I was qualified to do anything on any aircraft you see. That was very handy for the airport because during my time at Halton- At Harwell, there were always visiting aircraft coming in, and if you were a duty flight you had to see to them and deal to them, see what they wanted and see them off. Usually, the crew stayed in the mess or the officers mess or the sergeants mess, that night and off they went for somewhere else. So that was our responsibility, to deal with any visiting aircraft. CB: And what extra training did you get while you were at Harwell on modern aircraft? Was the Wellington- BY: We studied, we studied the in-line engine and we studied the radial engine at Halton. CB: Yes. BY: In fact we started off studying Morris motors engine. CB: Did you? BY: That was our first job, you know, when they introduced us to the internal combustion engines. So, they started off that and we learnt what, you know, what- How tappets worked and the valves and- I mean I didn’t have a clue when I, when I came, sort of thing, but you soon pick it up don’t you? CB: Well, it was good training wasn’t it? BY: Oh absolutely, ‘cause I would- And even Geoff will tell you the same thing, the best time of his life was at- In the boy’s service, you know, the apprentice service. CB: Now talking about that, we talked about you being in a room in the barrack block, thirty people. Was there a corporal in a room at the end in his own? BY: Oh yes, yes. CB: So how did that work, there’s a single room at the end with a corporal in it? BY: Yes, I can remember his name, Corporal Ratcliffe his name was, he was our corporal in boy’s service. He was a very nice chap, he was a sergeant apprentice. CB: Oh BY: And he- In one of the earlier entries obviously. CB: Yes, yeah. BY: And he was- Well he just kept order, you know, if we lost anything it was up to him to sort it out, and any real complaints we went to him and he would carry the complaint on to, you know, his senior sort of thing. CB: Yeah, so he controlled the room. BY: He did control it, but, every morning the orderly sergeant came in at half-past six and shouted, if anyone was in bed, they didn’t stay in bed very long. CB: So, you get up and you wash, what do you do about the beds? BY: Oh, it’s most important, folded up your blanket, two blankets and a sheet, a pair of sheets, folded up neatly, stacked up- Our beds were Macdonald[?] beds, sort of- CB: Two billows deep? BY: Yeah, close them up to a sort of a sitting distance, sort of thing, from that, from that distance down to there, and you had to pack your, your blankets and your alternate levels and make it look tidy, and your pyjamas on there. The- CB: Then there was a- BY: Then the laundry business. We had two avenues for our laundry, the laundry was our boiler suits, ‘cause we all wore boiler- And do you know, we had to wear a tie then, in the hangar room all the time, collar and tie, it's crazy isn’t it? But we had to wear it, if you see anything on the pictures, you see- So we had a [unclear] avenue, a special bag with our names, that was most important, you had to get your names on all your equipment, and then for the other bag, for your- What you called you domestic, was your towels, I think we had two lots, two towels a week and shirts, collars and detachable- CB: Detachable collar, yes. BY: Socks, and basic things in that thing, and your sheets. Oh, the sheets went in another basket that’s right, they went into another basket. CB: How many pairs of sheets did you get a week? BY: Oh we used to get- I think we got clean sheets, real clean sheets every fortnight. CB: Right, yeah. BY: I think that’s what we had to do. So, that was an alternative sort of, pack your bag with washing. CB: So, there was an inspection of the beds, and the blankets every morning? BY: The orderly officer came round every morning, while we were on parade. We- And to go to the hangar we paraded at half-past eight in our lines, you had to answer your call- Answer, it was a roll call, and then we- In the boys service we had to march to our schools or our workshop but when we got to the squadron, to 148 Squadron I was on, we just more or less- We just walked to the hangar, and the Warrant Officer he knew who was who sort of thing, he knew who was missing and then, and then in those days we had a restroom, we’d a break and restroom in which we had a chap who wasn’t an apprentice and he was responsible for making the tea and, he had an avenue of going out and getting tea- What we called tea and wads for us, and he made us feel- And we had to pay him, I don’t know, pay a tuppence a week or something like that, he made a living out of that, sort of thing, subsidises his letter income, and the money we got, in the boys service, was a shilling a day. Right, and we could allocate four shillings of that to the post office, to the post office or any other form that your parents wish you. So that’s the sort of- When we went on holiday, our end of term, which was about twelve or fourteen weeks, we would get instead of picking up three shillings at the pay table, we would pick up about ten, eleven pounds just, you know, to satisfy, to go and- CB: A lot of money in those days. BY: It was a lot of money, but didn’t seem to last for long ‘cause we had to find our own soap, our own toothpaste, our own chocolate and toothbrushes to [unclear], but the [unclear], hairbrushes, combs you had to find ‘cause they were always being lost, or, you know, that sort of thing, so we made this- And then there quite a little bit of trading going on, you know, if you got broke say you’ll borrow a shilling for one sixpence to return, sort of thing [chuckles] it’s funny really. Mind you, all this is- I’m trying to talk- Remember eighty years ago, you know. CB: Exactly. Now on that, because this is so different from today- BY: Oh I don’t- I- CB: When you went to eat, where did you eat? This is at Halton, where did you eat? BY: In the cookhouse, what we called the cookhouse. CB: Right, how big was that? BY: Oh quite a big place, but it had to, to accommodate sort of each squadron. CB: And the squadron was how many people? BY: Hundred-and-twenty, hundred-and-fifty, that sort of thing. I might be inaccurate by that, these numbers, my mind might forget little- CB: And the menu was- BY: The menu was very good CB: - was fixed or, choice? BY: We had a good breakfast, a good lunch and at tea-time we had cake, and bread and butter and jam, and syrup was always on the table. It- When I got to the squadron, I’d been put on night flying, the night flying duties were as such, you did a day- We’ll say night flying was on Monday night, you got to the hangar Monday morning, you would do your job, you’d be working on the aircraft which is flying that night, and every aircraft that fly that night had to have night flying test. So aircraft had to fly in the afternoon, late afternoon and the pilot would check it and do- He didn’t- They only did a sort of large circuit and all that sort of thing, and if it's come back it was all right, if it’s a small item, it was put right and then you were called according to the time of day, I mean night flying would start- This time of year it would start about 7 o’ clock, and [unclear] the pilots would do- Or the air [unclear] would do two sorties. Three hours, come back, refuel and another three hours, maybe two hours, it depends on what the circumstances were. So, I mean, you know, that was a night flying programme. I know I'm a bit disjointed but you can all sort this, when you read it I'm sure. And then on occasion- This is interesting, when you were on night flying duty, or in duty crew, you had to see any aircraft in and sometimes they came in at night and they would land in between two rows of flare paths, and the flare path, no electrics, it was like a paraffin watering can with wick coming out the spout [chuckles] yes, you’re smiling, this is true though, and the line I think was about twenty CB: This is paraffin? BY: Paraffin, and the aircraft would land in between that, and it was a tedious job you had to go, you know, you might- We didn’t have a vehicle to do everything, mostly the vehicles were for driving the petrol bowsers about, so you couldn’t do that, but to go to one end of the airfield to the other you had to walk, or bicycle, or whatever, and- So we had to put these flare paths out then, when it was daylight, they all had to come in, it would be twiched[?] and checked- Make sure they’re serviceable for the next night, it was everything. But, it’s a bit hazardous sometimes, if one had blown over or something like that, and you were told by the flying control to go out and see to that, take another one out, and, you know the RT wasn’t all that clever, and if you had to land with something, you know at that time- Pretty precarious. CB: So how was the communication on the airport- field? Was it- ‘Cause there was no radio so was it done by flash light? BY: Yep CB: Or morse code? BY: Aldis lamp CB: Yeah, aldis lamp? BY: It- The aircraft would come in and flash the green light if it’s ok, and you would reply with that. If, wasn’t- If you weren’t ready, it was a red light and they’d have to go round and come again, sort of thing like- That was the basic sort of thing. Where are we now? CB: So as you’re onto that, what communication did you actually have with the aircrew themselves? BY: Very good. They were, you know, more or less you were- Your aircraft was his aircraft and his aircraft were yours and, you know, you saw him off, he knew you and that sort of thing. CB: Were you normally in communication, ‘cause there are five or six people on the Wellington, so were you talking to the pilot? BY: Oh yes, well mainly- We talked to the pilot and the navigator and they would come up, but mainly the pilot because he’d know the condition of the engine, if there was anything wrong or if there was a mag drop or no oil pressure or, or the heating was not, not good, it was overheating sort of thing, and-The armourers, if it was, if it was- Had to be armed they, they trolleyed in with their weapons and opened the bomb doors and, did that sort of thing, so it- We all had- It was very organised and there was the petrol bowsers- for starting up, you’d plug in, you know, and make sure the battery was charged there, that sort of thing. The trolley acc’s, we used to call pushed them out there. CB: Yeah, so the trolley acc is a trolley accumulator to start the engine isn’t it? BY: Yeah, and at night-time you got into a routine and when you saw the aircraft come in you had two lights sort of thing, you’d wave them in sort of thing. In those days the connection between the ground crew and aircrew was very good, extremely good- Well they- You were responsible for their safety and they were responsible, you know, for the safety in flying, you know. CB: You had responsibility for certain aircraft only, not all of them? BY: Well, it depended Chris, you know, how long we, you know- What the situation was, every day is different. CB: Yep. BY: So that takes us up to- And then our first bombing on this aircraft- On this airfield. I was in the cockpit and I remember quite vividly what I was doing. I was adjusting the controls to the elevators from the cockpit, and I was- And suddenly there was a- The air warden siren went and I could just see bombers going down the, sort of runway line dropping sort of bombs, not very big, they didn’t do much damage. But after that they decided this was dangerous, we’re gonna- One of these days it’s gonna hit the hangar, they’re either going to bomb the hangar or they’re going to bomb headquarters. So every night at the end of the day we were bussed out to a village called East Hendred, which was the home of the race horse stables, ‘cause that was a hot race- Newbury and all that areas, and we lived in stables there for quite a long while. Right until the end, until I went overseas, and all we had in these stables- But we, we were fed by bus to the, to the unit, come- You know, we had our meal in the evening before we left, and we were taken down for our breakfast in the morning, sort of thing. But, the heating in the- All we had in the stables was two beds and blankets, as I told you, two blankets and sheets- No we didn’t have sheets, we had blankets, just blankets, and in the corner was a sort of shelf which they used to put the hay, stack the hay in and we used to put our bits and pieces in there or, and we had no heating except valor heating, valor stoves do you remember the valor stoves? You remember them Chris, don’t you? CB: Oh yes, yeah. BY: And that would heat our water to have a good wash and shave at night. CB: You just put it on top? BY: Yeah, and it was only two of us to a stable, so it was enough on a big bowl to wipe our, and then we wandered off in the evening to the village- East Hendred is a place, you’ll see it on a map now, it was a very- CB: I know it well. BY: You know it well? CB: Yeah, yeah. BY: And it was a stables, the owner was a man called Bell, Dr Bell I think, he owned a string- And another thing, we used to see the horses go across in the very early hours of the morning being led off in the downs, you know, in the distance. Nowhere near the airport, but it was a good country to live in really. CB: What about the social life? BY: The social life wasn’t very much, really, well we had a NAAFI, and we used to go in there and we could- There was a couple billiard tables and that sort of thing, we played billiards quite often. You just took your turn with it, dartboards, crib boards and table skittles, all that sort of thing, and we were after a while allowed to go out in the village and have a drink and all that sort of thing. It, you know- All blackout mind, severe blackout, it was quite fun at times but you know where you are, you know. CB: But the local towns were not exactly on the doorstep, so the nearest one was Abingdon really, so did you get to Abingdon? BY: No, it was good, you know, looking back now. I can think quite a lot about it now. But this carried on more or less, you know, until we were called for- What were they called? Advanced order for overseas, and they told us, it was about November that we were going overseas. So we had some warning to tell our parents and all that sort of thing. CB: Is this 1940, ’40? BY: This is the end of 1940, December 1940. CB: Right. BY: And then we set off, and when we went off there, we went to Hednesford, and we assembled at Hednesford. When we, when we had our date to ride- Mine was the 25th of January, and it was at the other entry, or the other group was 18th of January, so they took it in two- There was too many to- It was eight-hundred, to many to manage straight away so that's how we worked it out. We had assembly at Hednesford, and then we were entrained to Didcot, and when we got to Didcot we sort of- There was a coach to take us to Halton. CB: What was your most memorable recollection, would you say, of being in Bomber Command at Harwell? BY: Well, my servicing of aircraft there, the general tidying up of the- After an aircraft came back from their sorties, they were tidied up, got a lot of these pamphlets, these nickel sort of things hanging around- CB: Yes, it was called nickelling wasn’t it? BY: Yeah, and they were dated, you know, each- I think they were re-written every- Or printed about every fortnight or something like that. CB: In your recollection how did the crew react to dropping leaflets instead of bombs? BY: Well, I don’t know, most of them were not all that experienced, because after a while a bomber got introduced to the fifteen- It became the fifteen OTU Operational Training Unit, and that sort of combined, the activity of Bomber Command and Training Command under the umbrella of Bomber Command. CB: Yeah, to increase their effectiveness they formed the Operational Training Unit. BY: That’s right yeah. Well, they were so concerned, the Air Ministry were so concerned about the number of pilots they were losing and crews in respect of Bomber Command and every other aircraft, they were losing aircraft very quickly. Thank goodness there was such thing as University Air Force Squadrons, you know, all the squadrons and they supplied, and the pilots that were trained mostly through gliding before the war, they were very much, they filled the gap. CB: They were so desperate for aircrew but they couldn’t fill the gaps. BY: Absolutely, and of course- And then when, then- We’ll go on now- Shall we leave now and go onto the- CB: Yes, let’s just go back to Halton, let’s just go back to the Halton bit because this actually is fundamental to your whole career isn’t it? BY: Oh it is, it was. It was the making of me. CB: Yes, so we talked about the, the mechanics of getting up in the morning and the disciplined aspects but you had breakfast which was until eight-thirty. BY: Well, we had to be on parade at eight-thirty. CB: Eight-thirty parade, so how long was the parade? BY: And you had to be buttons cleaned, hat badge clean, you know, and, sort of thing, I mean a lot of that was done the night before, if you’re not careful. CB: Yeah, yeah, and were you good at spit and polish on your toecaps? BY: Oh yeah, well, well they were clean, they- We didn’t come up to the army guards, that sort of thing, but they had to be clean, you know, and haircuts, short-haircut. I mean there’s one story about- I don’t know how true this is, a Warrant Officer used to walk around the bill with a pair of clippers in his hand and if he saw a chap with long hair, he’d just run a little avenue at the back of his head, and he’d have to go- CB: On one side only. BY: And there was the camp barber, of course. CB: Yep. BY: He was a civilian. There was also a place where you could get your shoes [unclear], but didn’t very often get your shoes ‘cause they were good quality boots. We had boots first of all. CB: Did you have to- BY: Hurt my feet first of all, but you soldiered on sort of thing. CB: So, the parade would last how long in the morning? BY: Oh now, very quickly. The order was, the orderly officer and the orderly sergeant would be posted at the end of the square, with the [unclear] and reveille would be sounded there and then, and then the flag would be hoisted to its position, and then (I was telling the boys about this the other night) the orderly officer would call the parade to attention, that was a whole wing parade that was, quite a lot of boys there, apprentices, and then they would say ‘Fall out the Roman Catholics and Jews,’ and they had- And we all had to go, or whoever it was, in that denomination and get on with this- We had to go to the back of the square and face the opposite direction, while the padre appeared, said a prayer and that was it, sort of thing, and then this would last for a few minutes and then we were called back, and we’d have to sort of about turn, march back sensibly and take our position in the ranks and- And at any time, if you weren’t on the parade and when- At night-time, I think it was about an hour before dark, the last post was sounded, and you had to stand still if you were in sight of it. You didn’t have to salute or did you have to? No, you didn’t- Had to stand still. I mean this is the sort of thing- Can you imagine a sixteen-year-old now wanting to do that sort of thing? They’d laugh you all the way down the road, wouldn’t they? I mean we did it normally. CB: Yeah, part of the discipline BY: And felt proud, you know, we all did it together. We’d talk, you know- There was an awful lot of gossip, and we’d play cards, and things like that in the barrack room, but we didn’t play- But in the NAAFI, it was quite a- There was a games room in which there was plenty of, you know- CB: Quite a hum? BY: Oh yeah. CB: And what could you drink in the NAAFI? BY: Ah, now, only tea and coffee, tea and cocoa, tea and cocoa and, and- CB: No beers? BY: No beers, not to my knowledge, not in the boys service. CB: ‘Cause of the age we’re talking about? BY: Yeah, the boys service- CB: Under eighteen. BY: Or no smoking, you might nip away to the drying room, have a crafty cigarette, but if you were caught you were in, you were- CB: In for jankers really? BY: Jankers, with a yellow band round your arm. CB: Clear identity. BY: Clear identity. CB: What about Sunday’s then? Church parade? BY: Sunday’s, yes, church parade and we all had to- Every Sunday was church parade and we went to ours- Sometimes they had to march to Albrighton when we were at Cosford or, I don’t know where we went at Halton, oh I think there was a, there was two churches at Halton and we had the services there, but it was a quiet day sort of thing. The rest of the day you could do what you like, go back to your billet, go to bed or- And look, you had to attend your meals at a certain time or you didn’t get any. It was usually I think from twelve to half-past-one or something like that, and I always remember at tea time we always had a nice slice of beef and a slice of ham, and there was cakes on the table and there was bread and butter and there was jam, you know, not marmite, I don’t think things like that, but there was syrup, treacle we used to call it, sort of thing. CB: Yeah, and would you have a dinner later? BY: No, no. That- not on a Sunday that was the end, but we had a dinner at six o’ clock, so that was our last thing. CB: So you had tea time and then dinner? BY: Yes, yeah. CB: In the weekday. BY: Yep, weekday yeah. Sunday’s was exception really but we didn’t, you know, I suppose that depended on the, sort of, the manpower of the cooks and people there. They had to have time off and- CB: And how did you get on with the local population when you went out of the camp? BY: Oh very well, we had to- When you went out you had to wear a uniform, so you knew who you were and it was a long time before you could go out in mufti sort of thing. I think on the whole, it was, really seemed good. They knew, they knew- I mean the local population they knew what had gone on sort of thing. In Didcot, you know, in the shops they knew who you were and all this sort of thing. CB: Yeah, so when you’re on station then, so when you were in Harwell, going out then that wasn’t the same sort of restriction ‘cause a) you are adult and b) you are part of the RAF? BY: That’s right, that’s right, yeah. You had- You could smoke then if you wanted to, and- I can’t remember. Yes, I think we could go into a pub, I think. I don’t- I’m not certain about that, I won’t say one thing or the other. CB: But you had to be in uniform whatever? BY: Yes, yeah. In those days. CB: Yeah, so what was the competition for social events with aircrew? BY: Oh, there was inter-squadron football, rugby, hockey, cross-country, you know, all that sort of thing, on a Wednesday afternoon, and on Friday afternoons, ceremonial drill, and the bagpipes had their ribbons, they were all dressed up and a band drummer and there was a separate barrack room for the band. If you were in the band, you lived there. You were still in the [unclear] squadron but, domestically you lived there mainly for practicing for- The noise, trumpets and all the various instruments they had, it would be enclosed in that barrack, you wouldn’t disturb the others, and we had rooms for private sort of study, where you could go if you were- Hadn’t done very well in your subjects and you were- Had to smarten up and all that sort of thing. CB: So at Hal- BY: We had a very good library and- CB: That’s at Har- At Halton? BY: Yeah. CB: At Harwell- BY: I can’t remember much about- It was a working town there. You had to get down to it you know- CB: Harwell is twenty-four-seven isn’t it? BY: Absolutely. CB: Because it’s wartime, every day is the working day. So how did you get a day off, was it sometimes- Was it on a rota or what? BY: I think we get a weekend now and again on a rota sort of thing. CB: Because flying would carry on at the weekend as well as daytime, weekday. BY: That’s right yeah, and it was easy- And in those days you could go outside the camp and somebody would pick you up, I mean you would hitch hike from Harwell down to, down to Bridgewater and- Quite easily. You might have eight or nine [unclear] and people would- Who were driving they- It was the exception if you had a vehicle, a trade vehicle, it would stop and pick you up, there was no compulsory, all that sort of thing. CB: So what we’re talking about, you were nineteen when you- At Harwell, and then- BY: Well, I was twenty-one, I had my twentieth birthday I think when I was at Harwell. CB: Still at Harwell? BY: Yeah CB: Yeah. BY: So in the time when we to field the- load our rifles with fifty rounds of ammunition hoping to shoot a parachutist down, you know, somewhere round my birthday sort of thing. CB: So what sort of training had you had for shooting? BY: Oh, we used to go- We had to- You had a training place where you got- You could practice two-hundred-yards and five-hundred-yards. But that was well-managed and you had to be very careful- CB: That was off the airfield? BY: Oh yes, yeah, and of course, all the guns at the time were kept in the armoury, we never had any guns in the billets or anything, firearms and all that sort of thing, it were all in the armoury and that was pretty well guarded, you had to go in and sign for the gun or whatever, the number and- CB: When the war started, often aircraft were put away in the hangars at night, what happened at Harwell? BY: Well, in most places, in Halton- Well mainly talking about Harwell, places we had a sort of open-ended sort of shelter, built of sandbags for the aircraft to go in just in case there was a- [unclear] shrapnel or whatever, damage and, but one or two was damaged and we lost one or two at Harwell, obviously, aircraft. But latter on in my- After the war days I mean, we lost very few planes, most of the pilots were very, very accomplished and very [unclear] because they survived the war and a lot of them had got glider training. CB: Oh, glider training. Let’s just pause there for a bit. So, Air Force Law, how much did you get of that? At Halton? BY: Well, you had confidentiality of any activities that were on the camp, like bombing raids, or things like that, never, I suppose it was violated so many times but that was the rule. Air Force Law, what to wear, the history- It was a book about that thick, it was the air force bible sort of thing, and it went right through from the early days of the amalgamation of the- CB: The Royal Flying Corps BY: -the army, the naval and- CB: The Naval Air Service- BY: - and the Air Force as in those- 1918 when it was started properly and it was a book and all that- It was read to us and we could ask questions and, it’s a difficult question being asked of law. There were rules and regulations which, kept the service as a service sort of thing. I can’t stipulate exactly what they were but I mean, they were rules such as that. CB: Well, we had the original Official Secrets Act? BY: Yes, that’s right. CB: How was that described to you? BY: Well, that was read to us. CB: Right. BY: And there was a notice up on every barrack room entry and all that sort of thing, and beside that was a fire bucket, two fire buckets, one was sand- Or two with sand, ready to put out any fire and a sort of a fire extinguisher on a hook beside in the barrack rooms. So that was, that was one of the laws of things about safety. The laws of safety, the laws of sort of discipline, there was laws of confidentiality, cleanliness and, you know- And of course the other thing that we had quite frequently was VD inspections. You had to stand in a line, drop your trousers and they would- The Medical Officer would come round and check all that sort of thing, you know, and that- I don’t think that mattered too much when we were in the boys service but when we got into Bomber Command that was in- Well that was the natural because, I don’t know if you read any of the book of Bomber Command, they- A lot of them were terribly- CB: Infected? BY: Well, I’ve got a book in there it’s, I’ve forgotten what his name is but it’s one of the most in-depth sorts of stories that you can read about what happened in Bomber Command, the crews- The couldn’t care less once they, you know, they focused on their job at question. Their lives at- Anything else was- CB: Life expectancy was so short. BY: Yeah. They didn’t know whether they were coming back or not, they were coming back it was jolly good but if they didn’t, you know- And of course they were all young men a lot of them were all, twenty-two, my cousin was only twenty-two. CB: And the term station bicycle, was running in those days? BY: Is that- Yes oh yes, well sort of thing, I know what you mean, I know exactly what you mean. CB: What about security, where- BY: Oh security, you got in trouble if you broke out. You had to be in at all levels, in the boys service you had to be in by, I think it was ten o’ clock at night. You had to be in your billet by ten o’ clock. CB: Well, part of the legal aspect, was also related to a comment you made earlier about sabotage, so what was the issue with sabotage and who were these saboteurs, potentially? BY: Well, the German aircraft, the German prisoner of wars that were already captured and were in camps in England and wherever, and they all wore a special uniform, of big yellow patch on their elbow and something. They would recognise them quite easily, sort of thing, but- And they did a lot of good work because they were put to work you see, building walls and things like that, and all sorts of things. But I think the main worry about the whole service aspect was, the shortage of food because you see, I haven’t spoken to you about this but my trip on the troop ship was- I can tell you quite a bit about that but the, the U-boats- that were shot down, or sunk rather in the North Atlantic in February, March was amazing, and they were carrying food from Canada, from America, from South Africa, from anywhere, the West Indies, wherever they could get food to England, and, you know, that’s why the drive for dig for victory, you know that slogan? You know, that- Everybody had- I mean sports field, stadiums were ripped up and turned into allotments- CB: And on the airfield itself, there was a vegetable growing patch was there? And also- BY: No I can’t remember one really, the only thing I remember was a tremendous sort of- On every camp was petrol dump and that was guarded and surrounded and, you know, all- Every security was made to maintain that, sort of thing. CB: And the coal dump? BY: Oh yeah, yeah. I’ll get the boys get another cup- CB: Ok we’ll stop there. When we were talking about law earlier, there’s Civil Law and Air Force Law but the concentration was really on Air Force Law, to what extent did you learn about Civil Law as well? BY: Well, I feel that, if you committed a crime and the crime reached a certain level it would have to be tried by Civil Law as well, and- Does that help? CB: Yeah. It was just putting things into context wasn’t it? BY: Yes, I mean- May I put it another way, that the Air Force, or the services are not solely responsible for the law of the land. CB: No BY: It assists obviously, and they guide and the sort of, you know, they do all the speed work for it, but at the end of the day it’s the same as all laws- I mean it seems that, that [unclear] does, all goes through but they don’t always take note of stuff ‘cause they don’t know, they don’t understand it, I mean she’s been at that game for- What is she now? Sixty-nine, she’s been on it thirty years. CB: Your daughter? BY: Yes. CB: But in the air force context, then it's always stressed is it not that the ultimate sanction they have is the courts-martial? BY: Correct, yes that’s right. CB: We’ll stop there for a mo. BY: The war, only as- When they were in captive, not how they were kept, and what conditions they met led up to them being captive for what they were doing, sort of thing, I can’t say any more than that. CB: Where were they housed? When you were at Harwell, where were they housed? BY: To be quite honest I can’t tell you, I didn’t see- I saw more of them later on in the service life. CB: Yeah. BY: When I came back from overseas, I was- Because they didn’t get out- They didn’t get home straight away, sort of thing, they, on their own. CB: No, but in the early stages then we’ve got aircrew who’d been shot down and that sort of thing. BY: I think the majority of the prisoner of wars didn’t want anything- They were quite happy, they were fed well, they, you know, they had communication to- That’s another thing, we didn’t have any communications you see, nothing at all it was no- There was no- Or might be how today, I mean, things happen so quickly now. CB: Yeah. BY: Don’t they and I mean- CB: Were your parents allowed to know where you were serving in the RAF? BY: Oh yes, oh yeah, they knew where I was staying but they didn’t know anything about- ‘Cause the only information that I had with them was by- We used, what they called aerograph[?], it was a sort of a, I don’t know how it worked but I presume it was telephone- By telephone to some paper company in England and sort of transgressed that way. CB: This is when you were abroad? BY: Oh yeah. CB: But when you were at home, that is to say at Harwell- BY: Well at Harwell, I came home quite- Several days- Several weekends, that was several weekend- I suppose I came home- I was there best part of a year and I suppose I came home about three times that year. So I had some idea- Did we have our tea? Fair minded answer he could’ve given me. CB: Yes, the parents supported you but they- Indirectly. BY: Yeah, at Halton they- I think they wrote to the padre and found out how I was getting on, so- But mind you, on the first day when we went to Halton there was quite a few went back by train the next morning. I don’t want to live in- CB: I can believe it, yeah. BY: I don’t want to live in a situation like this. CB: Yeah, even though it’s- Well in peacetime they had the choice. BY: Oh yeah, yeah. CB: Yeah, when I joined a man left after one night ‘cause he couldn’t stand being in a dormitory. When the war started- BY: I wonder what he would’ve been like in the stable? CB: Oh, nightmare. BY: Oswald Bell, that’s the man, Oswald Bell he was the owner of a fleet of horses in that part, East Hendred and- CB: When the war started in September ’39 you were still at Cosford, when did the control of letters start? BY: Oh when I went overseas. CB: Right. Not when you were in the UK? BY: No, I don’t think so, I can’t remember so. But, I mean, I had the- In those days you could ring up home I think, but once you got abroad that was it sort of thing. CB: Yeah. BY: Do you want me to tell you a little bit about troop ship life? CB: We do, so where did you embark? BY: From Liverpool, and we went- I told you we assembled at Hednesford and we all marched to- ‘Cause in those days there was a railway station right on the quayside at Liverpool. I think well, I don’t know where the dock was, or, well it doesn’t matter what the name of the dock was, but we all assembled there and we all looked up and we said (there was about fifteen-hundred of us) ‘Are we sailing that thing?’. It was an eight or nine-thousand pound boat, used to be hauling before the war, before the Air Ministry got hold of it, was hauling sort of meat from south of- Argentina to Britain ‘cause we had a lot of meat from Argentina before the war, you know, and anyway, we looked at that thing and we turned round, then were down at the gangplank an’ we were marched up there, and there was not- It was amazing, well it beggars belief, that to house twelve to fifteen-hundred men, there was about five toilets, there was no proper mess decks where we could sit down and have our meals. It was a shambles, and, fortunately we had one officer- We had beside tradesmen, this fifteen-hundred tradesmen we had three balloon squadrons there, it was- There were not very many in the squadron but the leader of the balloon squadron was a, was an officer called Garry Marsh, he was a film star, he made several films if you go through the film industry you’ll see his name and he was Bill [unclear] and all these sort of things, and he stood by us and he said, ‘This is not on,’ he said, and he allowed us, or encouraged us to walk down the gangplank and walk of the ship, and we all walked off the ship down the- Nearly everybody walked off, and there was a crowd on the quayside and here and there, there was an embarkation officer who’s duty was to, to deal with the shipping of troops onto the boats and they were prancing around with their revolvers hanging round their neck. There was a- This lasted for about three or four hours and they decided, the Air Ministry in their wisdom (and I do say wisdom) decided- So they sent us back on the train again to a place called- I can’t think of the name of it- In, not very far, about twenty miles away in Lancashire and they kept us there for a fortnight while the people, carpenters, you know, various people, sorted out the mess. The boat was left to be expected, to sail around the world in, sort of thing, and eventually we, we were housed- Next time we were marshalled up, and we were- I think there were soldiers there, so making sure that we didn’t start running. Now go up the gangplank, went up the gangplank, we’d been to- No Hednesford, was it Macclesfield, anyway we’ll say it was Macclesfield, it doesn’t matter the name of the place. We were there a fortnight, and the air force law was tramped down to us, what we should’ve done, it was, it was, you know, to mutiny- It was a mutinous act and all that, without, you know, despite what the circumstances were. I mean it was a non-starter right from the go of it, the- Anyway, when we went back the second time, we were made certain we went up the gangplank, and the gangplank was pulled up very quickly and it parked out about three-hundred yards off the shore, so we couldn’t get back, and this was in first week in January- First week of February, I think. But before the Captain of the boat had orders to move off and join the convoy the other side of- We went over the top of Ireland into the Atlantic, North Atlantic. When the Captain of the- I mean a small sort of powered lighter / launcher came on with an MP, the local MP, and a Minister of Health or something like that to see it was fit for us to go, and he must’ve said ‘Yes,’ and off we went. Anyway, we got clear and went to the high seas on the North Atlantic, cold, windy, wet, oh miserable it was. I can always remember it, and there were four ships there, four troop ships waiting to go, ranked on the horizon by three or four capital naval ships, HMS- I forget- Three- Two of them were dreadnought and other one was cruisers, you know, that sort of thing, and they- And once we got away from the shore every day the controller of the naval boats would indicate to the Captain of each troop ship where we had to sail, how we had to- And we were sailing, one day we were going east, one day we were going west, it was like a [unclear]. They knew where the submarines were, they knew where the activity of the U-boats were, especially at night, and it took us fifteen days to get from Liverpool to Sierra Leone, Freetown in Sierra Leone. It’s not called Sierra Leone now is it, what’s it called now? CB: It is called Sierra Leone. BY: Is it? CB: Yeah, yeah. BY: And, and during that time we were- We all slept in hammocks, shoulder to shoulder, [unclear] you know, and of course when the boat rolled, you were- You can, well I don’t need to explain, you can imagine can’t you? People close to- head high. And that’s how we carried on. But as soon as we- And we weren’t allowed ashore, I suppose they thought, ‘This is a [unclear] lot, we’re not gonna let these people get ashore,’ they- We were anchored off about half-a-mile away from shore at Freetown, and- While some sort of, operation or conference carried on, we don’t know what, but what we do know is what we saw, was little boats coming out, young lads about fifteen or sixteen kind of boys, local boys- Boats were full of oranges, lemons, bananas, grapes and- What their technique was, you see, they came up to the boat, they were allowed to come up to the boat and they had, they had another basket which they would attach to a rope, they’d fling the basket up to somebody leaning over the taffrail, catch onto it, put their money in, sixpence or a shilling, and what you got for a shilling was amazing, sort of thing, and then you’d send the empty basket down carefully, with the money in, and then they would put the goods in it, up it’d come again and- And that carried on for best part of a couple of days. So we were getting stuff from these people unofficially, but we were happy to pay for it. I think, I think the most you paid was a shilling or half a crown or- I think some people who had money- But that was the end of- But then we carried on then, it was all peaceful then to go down to the Cape, there were massive boats, there was bunting flying off the ships all- There was no restriction of the- You weren’t allowed to smoke in the North Atlantic in the first fifteen days, I think it was a little bit more then fifteen- It was fifteen days we didn’t see land, and through the zig-zagging sort of direction which we came from to avoid the enemy, and at night you see we used to hear the depth charges going. CB: Oh did you? BY: Yeah, every night there were depth charges and submarine gunning for, you know, all that sort of thing, and fortunately we were lucky but a boat before us, in- Was sunk down and about thee-hundred went down, you know, you didn’t hear much about it, well the public didn’t know much about it. But- And the waves were cold, and the waves and the boats were going up like that, you see pictures of it now but- They were up to twenty feet sometimes- CB: Were they really? Yeah. BY: You know and- CB: Not comfortable. BY: That wasn’t comfortable that, but I think most of us were frightened, we were really frightened because we were there- We were defenceless, we didn’t have any armours, arms, we were just on that boat, and we had the handicap of what was flung at us by the, by the German naval people. But- CB: So what did you do all day on the ship? BY: Well we had- There was lots of little, all the- They made certain that we- There was quite a few people and the cookhouse was on a wire cage on the deck, open deck. This is hard to believe, you wouldn’t think- but- and I might be able to show you some of the information on- And then there was guards for spotting periscopes, or spotting any enemy ship which might’ve drifted into that way or any happening on the [unclear], on conditions of weather and if there was a- So we were occupied by doing sort of duties all the time, not all the time because there was a lot of- We could sit down in the mess decks down under and play cards or play games or draughts or whatever, chess or whatever. We passed the time away like that, and then eventually we got to Durban and we were allowed ashore there. We were there for a week, so we could leave the boat from twelve o’ clock mid-day to twelve o’ clock in the morning, to twelve o’clock at night, have to go back to the ship, back to our hammocks and all that sort of thing. But, in the meantime there was a scheme in Durban, and I think this applied to a lot of the South African sides, course the apartheid was very strong at that time, very much strong, and these English people or, we’ll call them white South African, they sort of encouraged- And I was going along with two fellows, two RAF fellows and two army chaps and they said, ‘Can we take you somewhere to give you a meal?’ and oh, you know, yes we could see there was some, you know- No, no restrictions there so were went with them, then we went to their house for the day, for the evening and they took us back to the boat at night and that sort of scheme, and that carried on for about five or six days, and they contacted to our parents, they wrote to our parents as civilians-to-civilians. So our parents knew roughly that we were all right as far as Durban was concerned, and then it was all back up through the Mozambique Channel, to the Suez Canal and we alighted at Port Suez, and then all stand- Hang around there for days and days, we didn’t get any money for a while, you know how it is. Everything was done alphabetically, and I was a ‘Y’ so I had to wait for my money till the second day or something, something like that, and then eventually it all- They already- There was some former thingy gone on, they had some workshops built there, they didn’t have the equipment all together or they, they- Some other boats must’ve brought in- But we had machine tools and things, and very soon after about a fortnight, three weeks, we started servicing Allison engines, twelve cylinder American engines which were fitted to- CB: To Kittyhawk's? BY: Kittyhawk's, Tomahawks. Tomahawks were the first one, then the Kittyhawk's, and also there were three sections, there was the Allison section which was the inline section, there was the Cyclone section which was a radial and the Pratt & Whitney section was also, Pratt & Whitney. So these three sorts of lines working at top speed, twelve-hour shifts to service them. A lot of them were coming in, in packages- The Americans sent them over to Takoradi somehow and they used to come through Deversoir back to where we were in Kasfareet just couple of miles outside the Suez Canal so, and there was plenty of workers, plenty of things to assemble and fit, and they all had to be tested as well so. Some were assembled by- If an aircraft came in with an engine to be changed, well the engine would be taken out and a new one would be put in and that sort of thing, and- So there was plenty of activity there, and this activity went on at the height of the war in the desert war, and they had several sort of Commander-in-Chief, who weren’t very good until Montgomery came along, he sorted all that out. He was a queer man really, I mean he would- He lived by himself in a tent with his batman and didn’t associate with anyone else but he was, he was a very keen operator, he knew and- Nearest we get to- Got to the line was about ten miles away at [unclear], they came down to us. So, it could’ve been a, a nasty episode and then that carried on, carried on and things got easier, lots of activity in the desert, sometimes some of us had to go into the desert to do a job and back again sort of thing, and then eventually we, we landed, or we’d driven by truck in a convoy of about hundred vehicles along to coast road of North Africa to Tripoli. Now a lot of people say there’s only- There’s two Tripoli’s, there’s Tripoli in Palestine or that part of the world, there’s another Tripoli in North Africa, and we went to the one in North Africa, which was quite well equipped because Mussolini spent a lot of time and he, his- He had some good thing about him, Mussolini, he colonised a lot of North Africa and he got work for the tribesman there and he got their, he got their side [unclear]- Anyway, it come to the point- It was three factories there, there was a Alfa Romeo factory, there was a- What was the other one? Well-known name, car factory, and we took over one of the car factories, and that was well equipped with everything we wanted and then we eventually transferred to Centaurus engines assembly centre- Which we then had cooperation with Bomber Command because they were flying and a lot of our work was down to 87 Squadron, I think it was, Beaufighters. You know, we- And then I was there a little while and then they flew us back again to Naples, and then come across again in a troop ship, another open ship over there, or a smaller ship and we carried on and then by that time, the British Army had conquered North Africa and then we’re talking about now 1942, ‘43 sort of thing, and then they moved across to Naples then, basically, and we settled in Naples and we did the same work there in Naples and- I was there at Naples for about eighteen months doing the same sort of work, you know, and- Enjoyed life ‘cause it was a bit easier and we had, we had better sort of living conditions in Italy, and I stayed there till Easter ‘45. So, I left my mother and father at the 1st of January 1941, and I never saw them again, I never spoke to them again till Easter ‘45. That’s a long time, now if you were married, you only stayed three years but I stayed four years and- Four years plus, and of course I should’ve come home on a bit- I got injured playing sport sort of thing, so I had to take- It was one troop used to go back in the 1940s to England every year, every month see, one troop out a month, so I had to stay back another month, not that I worried really ‘cause I was quite happy there and I had a nice little house, room overlooking the bay of Naples and could see Sorrento in- Sorrento were in far away and Capri were in high- You could see- It was a wonderful place to stay, so these are the plus sides of things, you know. CB: How much work did you get done? BY: Oh a lot of work, we had to work hard there. I mean ‘cause of continuous work coming in from the western desert- CB: Is this damage, or servicing? BY: Oh yes, damage some damage and some, quite ridiculous. I remember one case an aircraft was flown in, and the people that dealt it did very well, it was a piece of shrapnel, or bullet or something, gone through one side of the, one of the cylinders, and it went right through outside and out the other side and some clever fellow, he sort of made the two holes, rounded them either side, he poked a piece of tube in right the way through and then he drove two wooden spits into either side, and that aircraft flew back. CB: Did it really? BY: Yeah, it’s amazing that, I mean the pilot took a chance but he succeeded because the circulation of fluid in the twelve engines. But they were they were cheaper and easier to assemble then the Rolls Royce were, they weren’t so complicated. But- Where do we go from here? CB: Right, so how long did you stay out there? So, we’re talking about getting into Naples then the Italian surrender- BY: I got into Naples on October ’43, and I stayed there to Easter ’45, and we stayed in a vacated- What do they call them? Where people go mad. An asylum, it was quite a big hospital and we turned that into a proper workshop, where we could service aircraft and send them out, and all that sort of thing, any small items had to be done and- I think spares were the problem ‘cause they had to come from the UK. But they eventually did get because- CB: Which of the aircraft- BY: At that time, I think just about- I’m not quite certain what the date was when it- When the Mediterranean was cleared for English shipping to come through. I think it was ’44, I think. Or would it be, sometime when they were- When the invasion of Europe was, sometime- CB: Well, they invaded Southern France after D-Day, so that meant that the Mediterranean was reasonably- BY: I’m not certain about those facts Chris, but- CB: What aircraft are you servicing now? BY: For Beaufighters. CB: Right, still Beaufighters. BY: Yep, Beaufighters. They were the main things, ‘cause we were in sections so all our work was done- I was working on Allisons all the time see. CB: And are these Coastal Command by now or are they Bomber Command- Middle East Air Force? BY: They were Bomber Command, they were Bomber Command, well- CB: Middle East Air Force? BY: I’m not certain about that ‘cause they policed the Mediterranean for a long time. CB: Were they rocket firing or, were they bomb dropping? BY: They were bomb dropping and rocket firing yeah, but some of the, some of the very well-known pilots were killed in that, in that place because when the Mediterranean came under the control of the allies, parts of southern, the southern side of that below Israelia, Heliopolis[?] and all these places were still sort of under the jurisdiction of the Germans really, but that was soon cleared up and- CB: The Vichy French? BY: Yeah, that’s right yeah. But eventually it sorted itself out and- CB: But in Italy, you were in the Naples area, but how far north did you go from Naples? BY: Not very far. CB: Right, and then where did you go from Naples? BY: Naples, I went back to North Africa for a while, when the Centaurus came in because a team of Bristol aeroplane specialists came over to give us indication of the servicing, the stripping and the, you know, general of the Centaurus, which was a sleeve valve engine, and- CB: Though, retro fitted to the Beaufighters were they? BY: I don’t know are they? Yes, I think there were and I don’t know what other aircraft the fitted to, Buccaneers or something like that. CB: No, no that’s a post-war- BY: But while we were at sea coming or going out or- We would often see these pre-war, sort of aircraft flying around, you know. It’s quite amazing. CB: So then, when did you return to the UK? BY: As I said, April, Easter ‘45. I then went there to St Eval in Cornwall and 179 Squadron and they had, what’s the name- But their job was- And as we were at St Eval, war ended, European war ended. CB: Ok. BY: And the job was for- Our job was to go to every, every- The Atlantic or any of the waterways and direct the, any German vessels or whatever to enter English ports, and that was our job and, I was only there about two months and then, I was posted to Accrington in North of England, Northumberland on 213 Squadron then we went- That was a night fighter squadron, then- From then on my last four years in the Air Force was in night fighters, and that was- CB: Were these nights fighter or were they interdictors who went in the bomber stream? BY: They were all Mosquitos, latterly we had the Jet Age came in just as I was leaving, and that was an Armstrong Whitley fighter. You don’t hear much of ‘em but that’s what we had first of all, I’ve got a picture of them somewhere but- Other: A jet plane? BY: Hm? Other: A jet plane? BY: Oh yes. CB: I’ll just stop there a bit. BY: -14 Squadron- CB: Which was at Accrington was it? BY: No, no, this is at Coltishall. CB: Oh Coltishall, ok. BY: Which is now closed, near Norwich. CB: Yep. BY: I had a call to go the officers mess, and when I got there, it was the Squadron Leader there, a VR, volunteer reserve on- He’d come to visit the CO, it was a- Well they were doing a sort of volunteer’s activity on the weekends in those days, and I- And he called me and he said to me, he said, ‘I understand you’re,’ this is what he said to me, ‘I understand you’re leaving the Air Force in the next month or so.’ I said, ‘Yes,’ I said, ‘I’m now married and I want to raise a family and I feel that if I raise a family in, you know, civilian life it might be more advantageous.’ Anyway, I said, ‘My wife is a school-teacher in Bristol and, good school and, I don’t want to upset her sort of way of life’. ‘Oh that’s fair enough,’ he said, he said and he said, any-rate, he asked me a few questions then he said, ‘I you like-,’ he gave me a card, he said, ‘You come and see so and so on such and such a date, we’ll find something for you,’ so I said, ‘Oh what have you got in mind?’ ‘Oh,” he said, ‘We’re building up our sales unit.’ So I said to him straight away, ‘Well I don’t want to go on selling things,’ I said, ‘That’s not me,’ I said, ‘I’d rather, I joined the Air Force to learn about mechanics and sort of how to use my hands and how to use machine tools and, all the other things that go with that sort of life.’ CB: Yeah. BY: So he said, ‘Well I tell you what,’ he said, ‘If you were still wanting to carry on and be turner, or slotter or,’ you know, all these sorts of things, he said, ‘We’re starting a small shop.’ And there was seven of us, not a very big shop it was, but we were there on our own, just the seven of us and we had quite a few machine tools in there, everything from presses to sort of, everything which was needed to do anything in the engineering, more or less, on a small scale [unclear], and, ‘Would you like to join that?’ I said, ‘Well that sounds, that sounds more my line.’ So I started there, I stayed there with them till I retired. But the beautiful thing about- Everyday- Now what we were doing, basically, the technicians in those days, I mean, in the drawing office, people were drawing, they were tracing and all that sort of- Well nowadays they don’t do that at all it’s all done electronic as you well know. What they were doing, the drawers would come to us with an idea to make something, to design something ‘cause this is unguided weapons ‘cause there was a lot of hard work in the early days of weapons to make certain everything was, you know, spot on and weight and all that sort of thing. So we used to get [unclear] of drawings come in to do that, some on ordinary paper, some on blueprints, mostly in blueprints and then you would, you know, study them, or and that was it. Some jobs would take a day, some days two days, sometimes a fortnight sort of thing, and every job was different, and some of this work it was the pre, what’s the word, before something goes into designing? Other: Prototype? BY: Hm? Other: Prototype? BY: Prototype, that’s the name. Before the prototype, we were getting everything before the prototype. Now in that case it was a lot of, well that’s not what we want or, that didn’t sort of suit us or that didn’t work out when it was tested, and we had a big cellar underneath and we’d just drop it underneath and wait for the next idea to come from them. So it was- I stayed with them because I found it interesting. CB: What was the company? BY: Bristol Air, Guided Weapons Department, and I stayed doing that, people say, ’Well you should’ve gone, you should apply for this and apply for that and gone or.’ I’m a believer in job satisfaction rather than job achievement, maybe I'm old fashioned, maybe I'm wrong, but here I am. CB: Didn’t do you any harm did it? BY: No. CB: And you enjoyed the work? BY: I enjoyed the work and I found it interesting. CB: And you rose up in the- BY: Well, I mean, I mean, your ability, and what is more you see, people are always coming down to us and saying, ‘Something’s wrong with my motorbike, I want a new bush or something,’ you know, and we would turn out a new bush for him or that sort of thing and he would give us half a crown or whatever. You know, I miss all that, and to make things for myself you know, odd times but my- But really and truly, all the time I was with them I was occupied all the day long. CB: And you enjoyed it? BY: Yeah. CB: Now you’ve got three children, where did you meet your wife? BY: I met my wife, first of all, her father’s a farmer and mother- She’s the youngest of seven children so, how can I put it? She was- She used to come home from Bristol to a place called Othery, which is not very far away, near Langport, you’ve heard of Langport, near Langport, to the farm, and help her mother every Friday or Saturday. She’d come round Friday evening and stay to Sunday night, go back to school on Monday morning, and at the same time I was at Locking, on this one year's course, fitter one's course. CB: Yep, Weston-Super-Mare BY: And we used to go up by train, she went back by train and we met on the station, I happened- In the old days the corridor trains, you know, you sort of meet and talk to people and- I used to see her several Sunday nights and then I wrote to her, she wrote to me I don’t quite know and it all started from there, and we got married this was 1948 sometime, ‘cause that was the year I was at Locking and then 1949 September we were married, and she was still teaching and then we bought this house, how much do you think I gave for this house? CB: When? BY: 19- I was what? 19- In 1951, I was thirty, it must’ve been about 1956 I bought it. CB: Crikey BY: 1956. CB: Well less than- Other: Thousand? BY: Hmm? Other: Thousand? BY: Two-thousand- No. CB: Was it? BY: I bought it for two-thousand-and-fifty, it’s now worth- CB: A bit more? BY: A bit more, a lot more. CB: Yeah, what do you reckon it’s worth now? BY: Well, the house next door is empty, my neighbour next door she died not very long ago, couple of months ago and she’d lived there for sixty years. CB: Gosh. BY: And her house sold I think for three-eighty, three-hundred-and-eighty-thousand. Other: [Chuckles] CB: Amazing. BY: I mean it’s ridiculous really. CB: Yeah. BY: And maybe I shouldn’t tell you this, but I'll tell you this. I came out of the Air Force with a thousand quid in my pocket. My wife, I used to send to my wife my Marriage Allowance ‘cause I was married for eighteen months. So she had about over a thousand. I was about five-hundred pounds short for buying the house so I went to the bank manager and he lent it to me and about three months we cleared our loan, I never had a mortgage on this house other than- CB: Amazing. BY: And I, you know, I think of my young boys there- Two of them living in London, well you know what it’s like. CB: Yeah, BY: It’s frightening CB: Absolutely, nothing for a million. BY: Nothing at all, and I tell them what they’re going to do I think, ‘cause one, John, that’s the one that his wife, or his partner really, she’s an Executive, she’s a bright girl, she’s in the Save The Children organisation. Good job with them earning good money, I don’t know what she’s earning but they’re thinking about- At the present moment they’re living in London and paying rent and I said to them, you know, ‘It’s better to buy somewhere, and pay your mortgage, because you have got something at the end of it, whereas you paying rent is just money down the drain’. CB: That’s right, yeah. BY: And John is working in London, he works for England’s Rugby Union CB: Oh, does he? BY: That’s John, so they’re all- But they’ve all got jobs and they’re coping alright and David’s retired but he’s got his own business he goes, ‘course he was well known in a lot of the people in London, reporters and the Editor of the Financial Times quite well, you know, ‘cause he was a spokesman for Engineer Employers Federation- CB: Oh yeah, got around a bit. BY: And he said to me, when he found out David retired ‘cause David he’s got MS as well. CB: Yes, nasty. BY: Doesn’t walk very well, and this chap said, you know, he said ‘You want to start a business on your own, just going round chairing meetings’ and that’s what he does. CB: Oh does he really? BY: He chairs meetings, goes round- So he must be good at it. CB: Yeah, how intriguing. BY: You gotta be firm when you’re a Chairman, not let them, let the sort of syllabus wander on and wander on, you’ll be there all night otherwise, but that’s what he’s doing now, and he does- He’s his own boss he can go when he likes and he lives in, in Southampton, goes up to London quite frequently and most of these businesses down in London ‘cause he said to me, ‘I know more people in London then I do in Southhampton,’ but- CB: We’ve covered a lot of things and early one you mentioned a passion for rugby? So what’s happened to your rugby life? BY: Well, my rugby life, first of all started off learning- I come from a rugby village but, and I played quite a bit in the services, I was always in the station team and then I played in that- I tell you what, I’ve got a cap in there with a tassel on it, because there was a competition between the eight Commands; Fighter, Bomber, Tech Training, Flying Training, [unclear], what’s the [unclear]. CB: And Coastal? BY: Coastal Command, it was quite- And they all have got a big command, there were a lot of men in the Air Force in those days in- This is 19- 1942 I think- No, no 1950 something and, so I- We had- They saw I was capable so they selected me out from Coltishall and I went with others and we assembled at Uxbridge as a Command side, and we played this competition against all the other Commands and we won it outright you see, and we had a hell of a time when we won ‘cause we were invited to Bentley Priory, and had a big- I think there was about, eight or nine officers and there was one All-Black was a player, there was one current in National playing in the side- So there, you know- They all knew what it’s all about sort of thing and we had a wonderful time and I’ve got a few photographs, you’ve seen one or two there and I’ve got a cap, they sent me a cap with the excuse, ‘We’re short of money, normally our caps are made of velvet but I’m sorry,’ but they got it printed on there, I’ll show you in a minute before you go. CB: So when- BY: And in between I played for Bridgewater and Albion, and I’ve played for Weston-Super-Mare, I’ve played for Devonport Services, I guested for Norwich and Lowestoft when I was over at Coltishall and so, you know, I’ve been around a little bit. Fortunately, I’m still here Chris, to tell the tale. CB: Really good, yeah. Well Bert Yeandle, thank you very much for a most interesting conversation- BY: Well I hope I’ve been- I hope it makes sense for your- CB: I think it will fit really well, thank you. BY: Do you? Really? CB: We do, absolutely, thank you. BY: Mostly- CB: Your engines? BY: Well the first engine I worked was a trainee engine, was a Morris Motors car, yep, that was in training, but then we came out I worked on Centaur, Pegasus, Merlins, Griffins, what’s the other ones? CB: Derwent? BY: Derwent, yes. CB: Jet? BY: I’m not very, I haven’t seen a lot of Jet engines because when I came out of the Air Force, I went into guided weapons you see, so that was the slight- CB: So you were really a rockets man as well? BY: Yeah. Other: In terms of beauty, which would you say was the most beautiful engine you’ve worked on? BY: Oh, the Rolls Royce, no doubt about it. It’s the most efficient, yeah, and I’ve worked- A lot of aircraft I’ve worked on, all sort of aircraft you know, Spitfires and Hurricanes, a little bit of Hurricanes, and Mosquitos are the aircraft I spent a lot of time on, and Wellingtons early on. They were not very good, you know, Wellingtons. Well in hindsight they’re not very- They were at the time, I mean, industry moves on, technicians move on and development moves on but I mean, an awful lot of aircraft that were built that were rubbish really and now when you compare with what there is at the latter part of the prop jets. See I came over, I flew over from Belfast to East Midlands just now, came over on a prop jet. CB: Oh, did you? BY: Hundred people on it, so they still use them, not that I- Fleebye- CB: Flybe. BY: Flybe, but I like to fly with [unclear] the one, yeah. Well- CB: Thank you. BY: I should’ve liked to of given you a cooked meal. 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 Bertram Arthur Yeandle 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 2018-12-29 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. Format The file format, physical medium, or dimensions of the resource 01:53:57 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 AYeandleBA181229 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 Spatial Coverage Spatial characteristics of the resource. Egypt Great Britain Italy Libya North Africa Egypt--Suez Canal England--Buckinghamshire England--Cornwall (County) England--Norfolk England--Somerset England--Oxford England--Shropshire Italy--Naples Libya--Tripoli England--Oxfordshire Description An account of the resource After leaving school, Bertram Yeandle joined the RAF apprentice scheme and trained as an engine fitter at RAF Halton. After completing his apprenticeship at RAF Cosford, he was posted to 148 Squadron, RAF Harwell, where he serviced Wellingtons. In January 1941, Yeandle was posted overseas. He describes his journey via Sierra Leone and Durban, and servicing Allison engines near the Suez Canal. He then travelled to Tripoli, North Africa, where he serviced Centaurus engines for Beaufighters. In 1943, he was posted to Naples, Italy, where he serviced aircraft until Easter 1945. Finally, Yeandle describes his post-war life, including meeting his wife, competing in an RAF rugby competition and working in weapon development after leaving the air force. Contributor An entity responsible for making contributions to the resource Tilly Foster Jean Massie Maureen Clarke Temporal Coverage Temporal characteristics of the resource. 1940 1941 1942 148 Squadron Anson Beaufighter fitter engine ground crew ground personnel hangar Oxford RAF Coltishall RAF Cosford RAF Halton RAF Harwell RAF Locking RAF St Eval sport training Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26973/PJonesWC18020110.jpg 9643ba2fc4dc17594c0b4db9a3930192 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26973/PJonesWC18020111.jpg c7a0a075755f885d2562a814d25307ef https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26973/PJonesWC18020112.jpg 4a91d2dafe60ccba5cd8a1f12dc420c3 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 Jones, William. Album Description An account of the resource 35 items. An album of photographs, cuttings and cartoons from William Jones's service. Date A point or period of time associated with an event in the lifecycle of the resource 2018-07-04 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 Jones, WC 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 Fitters Training Description An account of the resource Top, eight ground arranged round tables, captioned 'Looking fat at school'. Bottom, four men about to hit a tool with a hammer, captioned 'Fitters?' Format The file format, physical medium, or dimensions of the resource Two b/w photographs on an album page Language A language of the resource eng Type The nature or genre of the resource Photograph Identifier An unambiguous reference to the resource within a given context PJonesWC18020110, PJonesWC18020111, PJonesWC18020112 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 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. fitter airframe fitter engine ground crew ground personnel RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26972/PJonesWC18020106.jpg 03aa65e76fecd1f6599983567bbe5b62 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26972/PJonesWC18020107.jpg 3d8969c6262433866baba678841adb44 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26972/PJonesWC18020108.jpg fe0126a156fa84b7770345c12fed8943 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26972/PJonesWC18020109.jpg 42066c26c1c03873ad9b0a1a452ec396 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 Jones, William. Album Description An account of the resource 35 items. An album of photographs, cuttings and cartoons from William Jones's service. Date A point or period of time associated with an event in the lifecycle of the resource 2018-07-04 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 Jones, WC 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 Jones Pass Card and Aircrew and Erks Description An account of the resource William's pass card and a photograph of ten airmen. RAF Form 295A issued to William containing details of his temporary leave. The photograph is captioned 'Aircrew and Erks' and has ten men in two groups in front of a hangar. Format The file format, physical medium, or dimensions of the resource One printed card and one b/w photograph on an album page Language A language of the resource eng Type The nature or genre of the resource Text Text. Service material Photograph Identifier An unambiguous reference to the resource within a given context PJonesWC18020106, PJonesWC18020107, PJonesWC18020108, PJonesWC18020109 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 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. aircrew ground crew ground personnel RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26945/PJonesWC18020101.jpg aab427f5ac6bd54ed34417fa02a47b34 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26945/PJonesWC18020102.jpg feef3a94a9b74a7b236425ef458a3d06 https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26945/PJonesWC18020103.jpg ffe3a1c5ddcf4b6e0835e94a04d0124e https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26945/PJonesWC18020104.jpg 03226b832579f9dfe62a82a9a7950b0f https://ibccdigitalarchive.lincoln.ac.uk/files/original/1661/26945/PJonesWC18020105.jpg d590184e6edbad47de38be4f4f28fb36 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 Jones, William. Album Description An account of the resource 35 items. An album of photographs, cuttings and cartoons from William Jones's service. Date A point or period of time associated with an event in the lifecycle of the resource 2018-07-04 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 Jones, WC 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 Jones Mess Card, RAF Locking Description An account of the resource Five items from an album. Item 1 is a Mess card from RAF Locking. Item 2 is an address card for William Jones, part of his mess card. Item 3 is the reverse of the address card. Item 4 is the monthly charges at the Mess. Item 5 is the cover of the mess card. Captioned 'with sadness in my heart I leave my crew and on to locking to become a fitter'. Format The file format, physical medium, or dimensions of the resource One printed booklet with handwritten annotations on an album page Language A language of the resource eng Type The nature or genre of the resource Text Text. Service material Identifier An unambiguous reference to the resource within a given context PJonesWC18020101, PJonesWC18020102, PJonesWC18020103, PJonesWC18020104, PJonesWC18020105 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 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. aircrew ground personnel mess RAF Locking https://ibccdigitalarchive.lincoln.ac.uk/files/original/1344/22146/PHopgoodPD16010052.jpg 7855d1a6b2ab12beb7119d7c3314dcfc 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 Hopgood, Philip David. Album Description An account of the resource Photographs of Philip Hopgood's family and friends and then his training in Canada and Great Britain. 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 Hopgood, PD 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 28 airmen Description An account of the resource 28 airmen arranged in three rows in front of a wooden hut, captioned 'Ken Redwood, Dave Murphy and others at A.C.N.C.O.S. Locking - August 1945'. Date A point or period of time associated with an event in the lifecycle of the resource 1945-08 Format The file format, physical medium, or dimensions of the resource One b/w photograph Language A language of the resource eng Type The nature or genre of the resource Photograph Identifier An unambiguous reference to the resource within a given context PHopgoodPD16010052 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 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. Spatial Coverage Spatial characteristics of the resource. Great Britain England--Somerset Temporal Coverage Temporal characteristics of the resource. 1945-08 aircrew RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/585/22114/OHopgoodPD1673132-160226-010001.jpg 2447b0234469c36136a92dbec0d5eef6 https://ibccdigitalarchive.lincoln.ac.uk/files/original/585/22114/OHopgoodPD1673132-160226-010002.jpg 4a53ac496df098fe1e47ae86263aee4a https://ibccdigitalarchive.lincoln.ac.uk/files/original/585/22114/OHopgoodPD1673132-160226-010003.jpg 9b77d34a8506327fea84bf333f33b099 https://ibccdigitalarchive.lincoln.ac.uk/files/original/585/22114/OHopgoodPD1673132-160226-010004.jpg 97e84a9d6b4bf054e056cbad1a5d3255 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 Hopgood, Philip David P D Hopgood Publisher An entity responsible for making the resource available IBCC Digital Archive Identifier An unambiguous reference to the resource within a given context Hopgood, PD Description An account of the resource Four items in main collection, plus photograph album in sub-collection. An oral history interview with Peter Andrew Hopgood about his father, Flight Sergeant Philip Hopgood (1924-1999, 1673132 Royal Air Force), his memoir, log book, service record and photograph album. Philip Hopgood trained as a pilot and later as a flight engineer. The collection has been donated to the IBCC Digital Archive by Peter Hopgood (1673132 Royal Air Force) and catalogued by Barry Hunter. Date A point or period of time associated with an event in the lifecycle of the resource 2016-02-15 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. 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 Philip Hopgood's RAF Record Form 543 Description An account of the resource Issued to Philip Hopgood during his RAF service from 24 February 1942-1 May 1947. It includes details of his training and where he served. Date A point or period of time associated with an event in the lifecycle of the resource 1947-05-01 Format The file format, physical medium, or dimensions of the resource Four printed sheets with handwritten and typed annotations Language A language of the resource eng Type The nature or genre of the resource Text Text. Service material Identifier An unambiguous reference to the resource within a given context OHopgoodPD1673132-160226-010001, OHopgoodPD1673132-160226-010002, OHopgoodPD1673132-160226-010003, OHopgoodPD1673132-160226-010004 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. Great Britain 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 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. 1942 1943 1944 1945 1946 1947 aircrew flight engineer Flying Training School Initial Training Wing pilot RAF Cottesmore RAF Locking training