V Group News No 27, Oct 1944



V Group News No 27, Oct 1944


Part of the Signals section of the 5 Group Newsletter. Much of it is highly technical, but it also takes time to welcome and say goodbye to the signal leaders from the squadrons in 5 Group.



Temporal Coverage

Spatial Coverage



Three duplicated pages


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MPickF1685075-170626-050001, MPickF1685075-170626-050002, MPickF1685075-170626-050003


[Drawing] signals

[Underlined] WIRELESS OPERATORS (AIR). [/underlined]

[Underlined] W/T CONTROLLERS’ TEST. [/underlined]

One of the outstanding features in the Wireless Operators (Air) domain last month was the enthusiasm shown by squadrons in carrying out the W/T Controllers’ test. During the month 67 operators carried out the tests laid down in 5G. S.I. No.13, and out of that number 65 passed as suitable for W/T Link duties. It is hoped that this enthusiasm will continue, and all Wireless Operators (Air) will eventually pass this test of their ability in accurate tuning and operating of their W/T equipment under “target-area” conditions. The operators who passed the test during October were drawn from the squadrons shown in the following table:-

[Table of Numbers of W/Ops. (Air) Passing Test by Base and Squadron]

Now that the names of all W/T Link Wireless Operators are forwarded to Group Headquarters prior to each operation, it is possible to know exactly who are our first class men, and note how they perform in the crucial test of operating over the target area.

Next month it is hoped to publish the names of all Wireless Operators who have carried out Link duties during the month.

[Underlined] GROUP W/T EXERCISE. [/underlined]

During the month, this part of the Wireless Operators (Air) training was curtailed to some extent by daylight operations, but some good exercises were carried out. The introduction of an 18 and 20 w.p.m. test was well received, and still further changes in this training are impending. It is proposed that squadrons be divided

“V” GROUP NEWS. NO. 27. OCTOBER, 1944.

[Page break]

[Underlined] SIGNALS. [/underlined]

into four sections, and each section participate once per week. An alteration to the time of the exercise is also proposed.

[Underlined] TRAINING ROOMS. [/underlined]

With the coming winter months, and the possible decrease in the number of operational and training flights, Signals Leaders must ensure that their training rooms are properly equipped and in good preparation for the extra ground training which will be necessary. All morse keys, headsets and equipment, should be checked over to ensure that full benefit can be derived from their use. Liaison between Signals Leaders and visits to neighbouring squadron training rooms should be encouraged.

[Underlined] EARLY WARNING DEVICES. [/underlined]

The curtailment in the use of early warning devices did leave the Wireless Operator (Air) with more time on his hands during an operational flight, and on many occasions the W/Op. did his watching from the astrodome when not required on the W/T equipment. It is hoped that in the near future these early warning devices will again become available, and with this in view training has continued at Conversion Units. Operators on the squadrons who may have let this training lapse should take steps to bring themselves up to the highest state of efficiency in manipulation and interpretation of these devices.

[Underlined] STOP PRESS. [/underlined]

We extend a hearty welcome to four new Signals Leaders – F/O Cheshire, who has taken over Signals Leaders duties on 227 Squadron, F/O Chapman, 463 Squadron, F/O Tyler, 50 Squadron, and F/O Smith, 189 Squadron. We also take this opportunity of saying au revoir to F/Lt. Howarth, 50 Squadron and F/O Bulmer, 463 Squadron, who have now taken up other duties. We wish them every success in their new sphere.

[Underlined] SIGNALS’ WORKSHOPS. [/underlined]

The aim of all Base and Station Signals Officers must be to make their workshops into well laid out, comfortable, well lighted and warm laboratories. It is appreciated, that, with the type of accommodation available, this will not be an easy task, but it is certainly not an insurmountable one. Furthermore, this “pepping up” of workshops must take place before the full rigour of winter is upon us.

Every one must agree that mechanics will be far happier and therefore produce far more efficient work if their workshops are comfortable. In addition, workshops in which such delicate equipment as the T.R.5043 is being serviced, must be clean, tidy and warm, if the highest standard of serviceability is to be achieved.

[Underlined] SIGNALS FAILURES. [/underlined]

It is pleasing to record that throughout the past month not one operational sortie was cancelled, and only one aircraft returned early, as the result of a signals defect. The reason for this one early return is attributed to a flight engineer, who, in an attempt to repair a mid upper hydraulic leak, disconnected the intercom. wiring, allowing it to short circuit, thus rendering the whole intercommunication system unserviceable. Under classification ‘C’ (aircraft completing

“V” GROUP NEWS. NO. 27. OCTOBER, 1944.

[Page break]

[Underlined] SIGNALS. [/underlined]

mission) the failures were as follows:- W/T – 6; H/F. R/T – 9; V.H.F. R/T – 21; and intercom. – 9.

Of the V.H.F. defects, 50% were attributable to broken whip aerials. We are doing all in our power to overcome this breakage of aerials. The official view is that 20° backward rate could cure the trouble, but unfortunately to obtain this necessitates lowering part of the aerial beneath the aircraft skin, with the result that very severe interference is then caused to V.H.F. by the aircraft’s own H.2.S. equipment. We are endeavouring to obtain fighter type V.H.F. aerials – at least for the flare force and marking aircraft. Meanwhile, the application of de-icing paste and ensuring that the aerial is screwed right home, with no part of the aerial thread showing above the Rubber Lord mounting are the best palliatives. The necessity for units to report these defects in accordance with A.M.O. A.869/43 is again emphasised.

There were two servicing failures during the month. In both cases the T.R. 5043 receivers were off tune. Signals Officers must do all in their power to eliminate this criminal type of defect.

[Underlined] V.H.F. CHANGEOVER. [/underlined]

The month of October saw the quick and successful changeover from T.R.1143’s to T.R.5043’s in all operational aircraft of the Group. Apart from one dynamotor overheating and one selector mechanism being jammed, there have been no serious defects. This state of affairs is very promising. It is stressed, however, that G.P.O. keystops No.2 must be fitted on all controllers’ electric type 5003, and that when fitted there must be no “play” whatsoever in the T/R/REM switch – the tolerance of a few thousandths of an inch may result in the equipment going over to transmit. In this connection, all concerned are reminded that the type 170 switch in the transmitter H.T. lead is sealed in the “off” position prior to operational take-off.

Pilots are talking enthusiastically about the wonderfully clear, but sometimes too loud R/T now obtained. The audio pre-set control in the T.R.5043 should be set back to give comfortable volume, but it is appreciated that that will not cater for every taste. Rest assured, however, we are still trying hard to get a pilot’s manual volume control.

The efficiency of our new V.H.F. R/T equipment was well described recently by a main force flight commander who said how comforting it was when still miles away from the target to hear and recognise the calm voice of W/Cdr. Woodroffe talking to his markers and flare force, and to realise several minutes before the attack that the target had already been correctly located and marked.

[Underlined] SIGNALS HITS THE HEADLINES. [/underlined]

On the 1 o’clock news on Sunday, 29th October, the B.B.C. announced that the Tirpitz had been hit by a 12,000 lb bomb. This announcement was made approximately 3 hours before the aircraft which made the attack were due to return, and was based solely on two short W/T messages transmitted soon after the attack by a 9 Squadron aircraft, while that aircraft was still well over 1000 miles away from base.

These W/T messages were two of quite a number transmitted at ranges of up to and over 1000 miles, on this target.

This is an outstanding example of the ability of the present day Wireless Operator in long range daylight W/T communication. It is



“V Group News No 27, Oct 1944,” IBCC Digital Archive, accessed March 3, 2024, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/35848.

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