Dare to Discover: World War II experiences of V T Hilton

Dare to Discover: World War II experiences of V T Hilton

Memoir of Vaughn Thomas Hilton

The book describes V T Hilton's life in Australia, his training and service with 192 Squadron.

2009

56 printed pages

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.

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Dare to Discover

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World War II Experiences of V.T. Hilton

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This book is dedicated to the memory of Vaughan Thomas Hilton.

Although his story is not unique, it is a special record of the gallantry of an age, of service to country, of commitment and loyalty, values all too needed today.

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Figure 1: Bomber Command Memorial, Australian War Memorial, Canberra

FOREWORD

In these pages are the reflections of my father, Vaughan Thomas Hilton, on his experience of the Second World War between 1943 – 1945. Like many young men of his era, the exploits of the early war period drew him to serve his country.

Afterwards he did not speak a great deal about the experience but at different times we heard pieces of the story, saw pictures, or simply stumbled across something in conversation.

These pages are his effort to make sense of the experience of war and of the camaraderie that was part of this experience. Being the sole Australian in his crew, I do not think he ever again met the men who fought with him, patrolling the skies of Europe during this period.

Having flown in a Special Duties squadron, few knew of his service. There was no one to march with on ANZAC Day. There was no parade. The records of the squadron were sealed for fifty years and only became available in 1995.

On a recent visit to a national air museum in Maroochydore, Queensland, the staff proudly informed us that they had the complete listing of all the squadrons in which Australians had served during World War II. The 192 Squadron was missing from their list. Maybe these memoirs will correct this long overdue recognition as well.

If freedom was their legacy, it was paid for at great price. My father was one of all too few who returned home from service in Bomber Command.

Lest we forget.

Mark Hilton, 2009

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CONTENTS

Section I:
The Paper Boys of Europe – page 7

Section II:
World War II Experiences – page 1 [sic]

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PER ARDUA AD ASTRA
Figure 2: Air Force Memorial, Australian War Memorial, Canberra

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THE PAPERBOYS OF EUROPE

F/O Vaughan Hilton
RAAF (retired)

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This is a true story of one of the crews in the Special Duties section of Bomber Command. Very little has been written of the actions of these crews because of the strict secrecy of our actions during the war years, so much so that the other crews of Bomber Command who dropped the bombs thought our only task was to throw out strips of metalized paper. Because of this we became very much maligned by bomber crews and christened by them “The Paperboys of Europe”. All our specific duties, many of which I will explain in later paragraphs, were designed to save lives and all were most successful.

Squadron 192 was formed in 1943 to carry out specific duties for the protection of Allied bombers over France and Germany. A radar and radio curtain was set up by another squadron flying in old Stirling bombers. Their initial route was from a point in approximately the middle of the North Sea flying southwest, then approximately due west down the English Channel. After the D-Day as the troops advanced towards the Rhine River the last leg followed the advance of the troops until it was flying the last leg from Dunkirk to a point near Paris.

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Figure 3: Official Crest of the 192 Squadron

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With this radar curtain in place none of the German radar stations could tell what preparation was being made and could not be forewarned of any attack. By the time I joined the Squadron in mid 1944 the German fighter bases had been moved back into Western and Northern Germany so the radar curtain was parallel with and at a safe distance from the German border.

The actual bombing mission depended on accurate timing. Our Squadron would fly down over France behind the radar curtain to a position about 50 miles south of the target. The actual positioning of the raid would depend on where the fighter (aero)dromes were situated. On reaching that position we would turn and fly due east, through the radar curtain throwing out bundles of “window” (foil strips designed to confuse radar) at the rate of between 5 and 15 a minute for a period of about half an hour. This amount of window would plot on enemy radar screens as a raid of between 500 and 1000 incoming aircraft. Fighter aircraft would then be scrambled to attack this incoming “bomber force” which a short time later would virtually disappear- the squadron would go back behind the radar screen and the paper strips would have floated to the ground. At this time the main bomber force would break through the screen directly opposite the target but before the fighters could be redeployed they would have to land, refuel and take off again. By this time the bombers would have carried out their bombing mission free from fighter attack and be safely on their way home.

By February 1945 these bundles of metallised paper were replaced by streamers made of metallised parachute silk each with its own little paper parachute. They were in boxes of three which could be easily discharged down the window chute. Because they stayed in the air much longer they were more efficient and could also be dropped at a slower rate. Variation of the rate on each mission was important so that no two raids looked alike.

Another danger to the bombers, especially over important places such as the Ruhr Valley, Keil [sic] Canal and many others was the use of radar controlled searchlights. This searchlight

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could easily attach itself to a target bomber. This bomber would be quickly coned by 2 or 3 manually controlled searchlights and easily shot down. To overcome this menace most of 192 Squadron aircraft were fitted with about three quarters of a bomb load of jamming equipment. All our aircraft would be spread throughout the bomber stream, from pathfinders to tailenders, flying about 1000 feet above the bomber stream with our jammers on. When the 192 Squadron aircraft came within range of these searchlights [which could be easily identified by their blue colour] they just waved about aimlessly in the sky. It was noted that where these radar controlled searchlights had been installed very little effort was made to manually cone the incoming bombers. This indicated that the operators had little knowledge of how to manipulate them without the radar control being in operation.

It was on raids of this type that I witnessed two of the most successful missions that I had ever been on. Members of the underground had notified Bomber Command that 15 train loads of fuel, destined for the Italian front would be in Ulm (Southern Germany) at a certain time on a certain day. This target was duly bombed and produced the largest fire I had ever seen. You could still see the glow as we passed over the Dutch Coast on the way home.

The other mission was in early March 1945 when we were one of four crews chosen to give continuous jamming cover over the Keil [sic] Canal during one of those 1000 bomber raids. The rest of our squadron was spread throughout the bomber stream as usual but we four crews went in with the pathfinders and stayed till the finish of the raid. This was done to ensure continuity of jamming in the target area and also to help increase the accuracy when bombing such a narrow target. On this raid I witnessed the sinking of the German battleship “Admiral Scheer” or at least a portion that could be seen between all the explosions and smoke. An amusing anecdote after this raid was one of the bomber squadrons which took part in this mission was supposed to have applied to the Navy for salvage money for the sinking and were supposed to have received a polite reply that “As the roof of the bridge was still above water at low tide, no salvage money could be claimed”.

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[Illustration]
Figure 4: Airmen Mosaic, Hall of Remembrance, Australian War Memorial, Canberra

I never found out if this was true or not or if someone was pulling my leg.

Another most notable frequency search mission came from underground members who worked upgrading planes in factories in the Ruhr Valley. German fighters were being fitted with upward pointing pairs of cannon mounted behind the pilot. Fitted in the cockpit was a small radar screen fitted with crossed wires and light rings at set distances from where the wires crossed indicated distance below the target plane. Aircraft showed up on most radar screens as a yellow blip about the size of a small letter “o”.

All the Luftwaffe pilot had to do was to fly into a blind spot below the bombers, manoeuvre his plane until a blip was on where the two wires crossed, then increase his height to the correct distance (usually about 1500 feet) and fire the two cannons. The incendiary bullets fired into the petrol tanks, caused the bombers to suddenly explode without any sign of ack-ack or enemy aircraft. The Germans called these cannons “Schrage Musik” which was their name for jazz. The most frightening thing about these guns for us was that you had to be a target of these guns before their radio frequency could be assessed accurately. It was undoubtedly these guns that caused a steady increase in the loss of aircraft which was noticed early in the second half of 1944.

Most of our planes had now been fitted with “Fishpond”- a small radar screen similar to the German one only our screen showed all the planes below you as blips.

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Friendly bombers all stayed in relatively the same position on our screen while fighters could be detected by their darting movements back and forth across it.

In early October we were detailed for a special frequency search mission. Special search equipment was fitted in the plane and a dome with a rotating aerial fitted under the plane. Our crew of 7 was increased with a special radio operator to operate the new equipment. We were briefed to fly below the bomber stream on a 500 bomber raid on a target south of Hamburg. We must have looked easy prey because about 10 minutes after crossing the German coast we were locked onto by a new frequency. The fighter in question, by my fishpond reading was about 3000 feet below us and climbing. The special operator called for an alteration of course of 45 degrees left and to begin a gentle climb. This gave him another chance to double-check his reading and for me to check on fishpond if the fighter had changed his course likewise. As soon as all this was confirmed, the special operator told the skipper to corkscrew out of trouble and he would check to make sure we had escaped the beam. For those not familiar with the term “corkscrew”, it means to dive the plane as though you were flying down around a giant imaginary corkscrew—a very frightening experience. When it was confirmed we were clear of the beam the skipper quickly altered course and climbed back into the safety of the bomber stream and resumed our mission. The special radio operator passed me the details of the frequency he had found which I immediately coded and radioed the message back to base. We didn’t want this valuable information lost in case we were unlucky enough to be shot down. We were over target when the message was sent so we still had the return trip to negotiate successfully. Just how successful the special operator was can be shown by immediate results. On the raid during which the frequency was found 96 aircraft were lost out of the 500 bombers. With this frequency jammed during a 1000 bomber raid on the same target a couple of days later the loss was only 4 aircraft due to midair collisions. Incidentally, for his efforts in finding this new frequency the special radio operator was awarded the D.F.C. and for getting the message back I was given a commission.

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Another of our tasks was to carry out nuisance raids when, because of the pea soup fogs, all other squadrons were grounded, even the enemy. Our planes were able to fly because our (aero)drome at Foulsham was fitted with F.I.D.O. (an acronym of Incendiary Dispersal Of Fog). It is best described as a giant gas ring encircling the (aero)drome with gas jets at a safe distance along either side of the runway. When lit it would burn thirty thousand gallons of petrol per hour producing heat which would clear the fog up to 500 feet allowing for takeoff. All our planes were now fitted with H2S, a set similar to a television set but instead of showing pictures it only showed shapes of buildings. Still it helped the navigator to navigate around the set route and for the bomb aimer to drop his bombs with much greater accuracy.

Each plane was loaded with eight 250 lb bombs and all were given the same 8 towns to bomb. They would fly like Brown’s cows around the planned course at about 3 minute intervals dropping one bomb on each town in order for no other reason than to keep the beggars awake. On the way home the light from the FIDO fire could be seen from the Dutch Coast shining through 16000 ft of cloud Now came the difficult and frightening part of this particular mission. The skipper had to fly the plane around this huge shaft of light gradually decreasing height all of us hoping we would break cloud first before we hit the ground. Then after breaking cloud a very careful landing had to be executed between the two lines of fire on either side of the runway. This was one landing when we were all very relieved when it was completed successfully. As a crew we carried out six of these missions so it could certainly be said we were experienced with this type of raid.

Few people could comprehend the horrors and difficulties which aircrews had to endure on most of their missions over enemy territory. A few kind words from the Padre and a hot mug of coffee containing a tot of navy rum if you so desired were our only consolations. After debriefing we had our usual meal of bacon, eggs and chips (a luxury in those war years) – there was no such thing as trauma counselling in the dark days of the war.

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We also gave very valuable assistance to the Army. As the Allied Force began their approach towards the Rhine River, the Germans erected radio towers at a safe distance inside their own border and placed in such a position as to cover the whole Allied front. With these radio towers they caused great confusion with tank communications. They jammed all speech between the tanks as well as at times giving false commands and directions in perfect English.

Our crew, again with the special radio operator on board, and an escort of 9 spitfires flew down the western side of the Rhine carefully plotting the exact position of each tower. As each tower position was located I radioed it to Intruder Headquarters who had fighter bombers loaded and ready to attack. We circled over Southern France for half an hour and flew back over the same route to check the result. All was silent. The fighter bombers had done their job perfectly. This was the only daylight raid we did and it was a great comfort to see those friendly fighters flying around us.

There were many other such tasks carried out by members of 192 Squadron but because of the secrecy element at the time these actions were not discussed and a fading memory after all this time have resulted in me forgetting the details.

I think you can see from these descriptions of some of our actions that assistance was given to every division of the service. Our diversity of actions was far greater and far more dangerous than just throwing out strips of paper. Also all our missions were carried out with great skill and accuracy, giving excellent results which probably saved the lives of thousands of brave men and women.

I would be very remiss not to mention the outstanding work done by all the ground crew in my squadron. From the WAF drivers who drove us back and forth from our planes, to the kitchen staff who fed us, often at 3 or 4 o’clock in the morning and the maintenance staff who kept our planes in perfect condition

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Drivers and maintenance staff were allotted a group of aircraft to care for and over time they became very attached to the crews of these planes. I have seen a WAF driver in tears when one of her group of planes did not return from a mission-not because of her friendship for one person but because of her concern for the whole crew she had looked after for so long. Another example of this care was shown by the ground staff allotted to our plane DT-X. The port side tail fin of our plane had been badly damaged by flak. This was reported to the ground staff sergeant after landing at 3 a.m. He and his crew went to work immediately and had it ready for an airtest by 8 a.m. that same morning.

This was the story of a crew of 192 Squadron at Foulsham, in Norfolk, England who completed a full tour of 30 operations, quite a feat when you consider only 44 per cent of all aircrew completed a full tour. An unusual feature of this squadron was that all members of the crews were English except their wireless operators who were all Australians.

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Figure 5: Collection of the Australian War Memorial, Canberra

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WORLD WAR II EXPERIENCES

Flying Officer Vaughan Hilton
RAAF (retired)

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PREFACE

When war broke out in the September of 1939, I was a student in my final year at Maryborough High School. As I had only just turned 17 years of age joining up was out of the question.

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Figure 6: Maryborough High School, Class of 1939. V. Hilton is in back row, second from right.

I commenced work in February 1940, as a Junior Draughtsman with the firm of Scott and Furphy in Melbourne, as I thought, to virtually “fill in my time” till my eighteenth birthday.

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The exploits of the pilots in the battle zones were avidly read and envied by me. To be able to fly a plane like those airmen and be taught to do so free of charge when I couldn’t even drive a car, was beyond my wildest dreams.

Then came the crunch!!!

As your parents’ signatures were required to join the forces if you were under 21 years of age, I told Mum of my intentions. She very smartly told me that she would never sign any papers for a son of hers to go to war. But she did add that she would, provided I was fully qualified for a job (no doubt thinking that it would take me 4 years to be fully qualified for the job I was doing).

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Figure 7: From left, Lucy and Tom Hilton (parents), Vaughan (center) [sic]

So during my dinner hours, I spent a lot of time looking for a job where I could become fully qualified in 2 years or under.

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So I became a Primary School Teacher for that reason only, not because I wanted to.

I was appointed to Creswick Primary School in October 1940. In October of the next year I was sent to Chetwynd, and taught in that school on my own until the end of the year.

I then spent 1942 at the Melbourne Teachers’ College and gained my Primary Teachers’ Certificate. My parents then, unwillingly, signed my papers and I was called up on 1.1.43 (January 1, 1943).

Incidentally I nearly left my run too late. Manpower 1 prevented any more teachers from joining up unless they were to be instructors in the forces after April 1943.

After a medical and the issuing of all my air force gear we were put aboard the train, “Spirit of Progress,” and spent New Year’s night en route to Sydney to begin life as an airman.

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Figure 8: Vaughan Hilton c 1941

1 Manpower controlled all employees in essential services and virtually told you where to work.

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Christmas 1941

[underlined] PREFACE [/underlined]

When war broke out in the September of 1939, I was a student in my final year at Maryborough High School. As I had only just turned 17 years of age joining up was out of the question.
I commenced work in February 1940, as a Junior Draughtsman with the firm of Scott + Murphy in Melbourne, as I thought to virtually "fill in my time" till my eighteenth birthday.
The exploits of pilots in the battle zones were

Figure 9: Pages from the actual diary written by V. T. Hilton

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TRAINING

Bradfield Park, Sydney, was virtually a screening camp to select and divide the trainees into the various aircrew categories.

Along with plenty of physical training and marching drill, which we had daily, we had to do a variety of tests – basically they were I.Q. tests and assimilation tests which helped the Selection Board sort you out into the 3 main categories – pilots, navigators and wireless operators.

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Figure 10: V.T. Hilton, Summer Uniforms c 1943

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2 WAGS Wireless / Air Gunner School

I was selected as a W.O.P. and posted to Parkes, NSW in February of 1943 as an L.A.C. 2 Incidentally, my choice was to be a navigator but there were too many for this and my tests showed that, because of the memory section results, I would be a more suitable subject to learn codes and procedures quickly.

At Parkes, we did a crash 3 year telegraphist’s course in 4 months working day and night.

Using the skills learned in that time, we then did a crash course inflight [sic] training in 2-seater Hackett training planes. Each flight involved the sending and receiving of 10 messages to various selected R.A.A.F. and Army installations during a 1- hour flight around the area.

As well as this, we had 5 flights guiding the pilot around a set course using a direction-finding loop (shaped like circle and usually fitted on top of the aircraft behind the pilot’s seat).

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Figure 11: V. T. Hilton c 1943 in standard uniform

2 L.A.C. is Leading Aircraftman, the lowliest rank in the R.A.A.F. During the wireless and gunnery course we were given our needles against just about every disease then known to man.

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Our final test was a cross-country flight on 6/8/43 (August 6, 1943) lasting just over 2 hours. I then became a fully qualified wireless / telegraphist operator.

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Figure 12: V.T. Hilton with mother, Lucy in Maryborough after commissioning as wireless/telegraphist operator.

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2 BAGS – Bomb Aimer / Air Gunner School

Posted to Port Pirie, South Australia, on 19.8.43 (August 19, 1943) for a one-month air gunnery course. The aircraft used were Fairey Battles.

All tests were fired at a drogue (shaped like an airport windsock) pulled by another plane.

As for duties listed for each flight, I don’t remember now what the letters stand for, but basically they referred to the position of the drogue in relation to your aircraft (above, below, to side, rear etc.). The “sea splash” was to show the amount of allowance needed to hit a target from a moving plane. 3

My first brush with death ….. On returning from one of the those gunnery exercises, the plane on front of us crashed killing all occupants. I could have easily been on that place as we were allocated to them in alphabetical order. If someone with a surname beginning A to H had been off ill, I would have been in that plane.

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Figure 13: Flight gear c 1943

3 Those with very low marks at wireless school did an extra two weeks course on gun maintenance and received Air Gunner wings.

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So with training over, we were issued with our wings, promoted to Flight Sergeant and sent on one-week’s pre-embarkation leave.

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Figure 14: Formal portrait after commissioning as a Flight Sergeant, before overseas duty.

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[map]
Figure 15: Training Locations

1 [underlined] Enlistment: [/underlined]
1/1/1943
Melbourne, VIC

2 [underlined] Initial Training: [/underlined]
1/1/1943
Bradfield Park, NSW

3 [underlined] Wireless Operator Training: [/underlined]
2/1/1943
Parkes, NSW

4 [underlined] Bomb Aimer/ Air Gunner Training: [/underlined]
8/19/1943
Port Pine, SA

5 [underlined] Leave before departure: [/underlined]
9/1/1943
Melbourne, VIC

Overseas

On reporting back to recruit headquarters in Melbourne 4, we were again put aboard the “Spirit of Progress”. On arrival in Sydney, we were taken by bus to the docks where we boarded the “New Amsterdam.” We sailed in October, 1943 for San Francisco. We sailed almost due east and then up the coast of the Americas so as to escape any U-boats and we were under R.A.A.F. and A.A.F. protection most of the time. We then crossed America by train to New York. After 2 days leave, we sailed aboard the “Queen Elizabeth” 5 to Greenock (Scotland) and then by train to Brighton (Sth England) where all the large seafront hotels had been taken over by the R.A.F..

4 Recruit Headquarters was where Lane’s Motors are today, on the corner of Russell and Little Collins Streets.
5 New Amsterdam and Queen Elizabeth were the pride of the Dutch and English Cruise Fleets. All valuable furniture had been removed and the marble pillars etc. had to be covered with padded wooden screens.

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Incidentally, I was based in the Grand Hotel and my room was on the second floor above the front door. This was the area of the hotel bombed by the IRA terrorists in 1986 when the Thatcher Government was meeting there.

[map]
Figure 16: Deployment Journey

1 [underlined] Departure: [/underlined]
10/1/1943
Melbourne, VIC

2 [underlined] Transfer to ship: [/underlined]
10/1/1943
Sydney, NSW

3 [underlined] Transfer to train: [/underlined]
11/1/1943 appr
San Francisco, CA

4 [underlined] Leave & Transfer to ship: [/underlined]
11/10/1943 appr
New York NY

5 [underlined] Arrival in UK: [/underlined]
12/1/1943
Greenock, Scotland

6 [underlined] Train to first posting: [/underlined]
12/1/1943 appr
Brighton, England

February 1944, posted to Dumfries and began training as an operational wireless operator in Anson aircraft. Here I was trained to do the tasks they would be done during a raid.

March 1944 posted to OTU 6 at Lossiemouth (N. Scotland).

It was here that the crew was first formed by mutual consent, not dictated as it had been in the past and from this point on flew together as a closely knit team. 7

6 OTU = Operational Training Unit

7 Crew Formation: Pilot selected a Navigator; Pilot and Navigator selected a W.O.P. Then the three selected the Gunners and all 6 selected the B.A. (Bomb Aimer). (Not necessarily in that order)

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Figure 17: First crew assignment 1944

Operational training was done in Wellington aircraft where we basically learned teamwork apart from making us proficient (almost automatic) in our own job on the aircraft. During this period of training the D-Day Landings took place.

My job:
1. To send and receive radio messages both by Morse code and oral content.
2. Operate direction finding loop to obtain positions in flight.
3. To operate machines similar to T.V. with accuracy and speed.
a. H2S for bombing towns through cloud.
b. Fishpond, early warning of fighter positions.
4. General routine check of intercom and how to locate and repair breaks in the line (often caused by flak).
5. To operate Marconi Wireless transmitter and receiver (13 valves) on any number of valves down to a minimum of 6. Should the set be hit by flak, it was so made that interchanging the valves in certain positions and altering a few wire connections it would still

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operate efficiently provided a minimum of 6 valves remained undamaged.
6. Minor machine gun repairs – mainly jammed rounds in the runners along the side of the aircraft.

This training was done around Scotland, Northern England, Wales and Northern Ireland. When crossing the Irish Sea great care had to be taken not to fly too close to trigger-happy Yanks heading for the beach heads in assault boats.

[boxed] CREW

There were usually seven men in a heavy bomber air crew. Each was an essential element of a team, and had been selected for his particular skills. RAAF members came to England after extensive training in Australia, Rhodesia (now Zimbabwe) or Canada.

A crew normally arrived at a squadron complete, having earlier formed and trained together. Men came from different parts of the Commonwealth. At first, Australians went to RAF squadrons, a practice that continued even after RAAF squadrons were formed. There were also many RAF air crew in the Australian bomber squadrons. Supporting the aircrew was an extensive ground staff. The men most familiar with each aircraft were the engine and airframe fitters, electrical and instrument fitters, and armourers.

Air crew tended to be young men; captains of air craft were often only twenty years old. Each would usually be required to fly a “tour” or 30 operations before being posted to training or other units. Many flew further operations, often with the pathfinders. Young airmen had to face death constantly on operations, and repeatedly, being called on to fly at every opportunity. They had to ignore risks, and relied upon their ability, training, teamwork and determination – and not a small amount of luck – to get through. [/boxed]

[boxed] CREW TASKS

The pilot was the captain of the aircraft, responsible for flying it, while the navigator’s lighter role was to get the aircraft to the target and on time. As the war went on, he was assisted more and more by a range of radio and radar aides. The wireless operator had an essential role in a bomber. In a Lancaster, he sat in semi darkness at his T1154/R1155 wireless, known as the Marconi or rainbow set (because of its multi-colored [sic] knobs) with his code book and air log for recording all messages. Most communication with the outside world was by Morse code and except for regular wind speed and direction reports, this was minimal. He was also kept busy assisting the navigator by establishing the bombers position from base radio transmissions. And it was his task to drop bundles of “window” – foil strips intended to confuse the German radar.

The flight engineer kept a watch on the aircraft’s condition monitoring the engine and conducting checks. The bomb aimer directed the pilot as the aircraft made its run up to the target; then at the right moment, he released the bombs. He also manned the rarely used front target guns. The rear and mid upper gunners had machine guns to fight off attacks, although their main role was to watch and provide warning of enemy fighters, the approach of other aircraft or falling bombs. [/boxed]

from the Australian War Memorial display, G for George, 2009

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1663 C.U. 8 Rufforth (near York)

This was the final Conversion Unit for transferring from the Wellington (2 engines) to the Halifax bomber (4 engines) in full operation conditions. The final member of our crew – the engineer was added.

The skipper worked the hardest here learning to handle the 4 engines. Ours was on familiarization of our duties within the new aircraft. Each exercise listed and fully tested the skills of each crew member.

Exercises ended with 4 simulated bombing missions (2 day, 2 night) involving all tasks that we were likely to do.

192 Squadron, Foulsham (near Norwich).

September 1944. Posted to 192 Squadron, Foulsham 9 where we were again thoroughly checked by operational crew members. 10 As this was a “Special Duties” squadron, the various tasks we would be called on to do were fully explained to each crew member. 11

[picture]

8 C.U. = Conversion Unit
9 Our circuit lights which you followed when circling to land went into the grounds of Sandringham, the King’s (now the Queen’s) country estate.
10 Issued with a permanent squadron identity card like a factory I.D. card complete with photo. Unfortunately, this had to be destroyed when I left the squadron.
11 This was a Special Duties squadron. As well as the tasks I have explained that we had to do, it was also responsible for a) photos of targets – before and after a raid, b) drops and pickups of people and equipment for espionage purposes. There were many others which were carried out in secrecy.

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Figure 18: Final Crew (V. Hilton is third from left)

The initial introduction was done in Halifax X – which became the aircraft that our crew had to check daily to ensure it was airworthy. It also proved to be the one we used most frequently on missions over France and Germany.

[map]
Figure 19: Postings in England

1 [underlined] Initial Posting: [/underlined]
Brighton, England: Dec 1943

2 [underlined] Operational Wireless Operator Training: [/underlined]
Dumfries, Scotland: Feb 1944

3 [underlined] Crew Formation: [/underlined]
Lossiemouth, Scotland: March 1944

4 [underlined] Conversion to Halifax Bombers: [/underlined]
Rufforth near York, England: abt June 1944

5 [underlined] 192 Squadron: [/underlined]
Foulsham, Norfolk, England: September 1944

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7.10.44 (October 7, 1944) Dutch Coast

American and British troops had almost been encircled near the city of Caen in France. Precision bombing runs were done over the enemy lines ahead of our troops and assisted them to break out from this trap.

As well as doing our bombing run, 192 Squadron was then deployed to fly back and forth from Cherbourg to a point in the North Sea, north of Amsterdam with jamming equipment on.

This prevented any radio or radar surveillance of allied activity by the Germans. It also badly hindered any fighter or tank control by the enemy. A 6-hour flight and very boring from our point of view but assisted greatly the allied forces to break out of this trap.

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Figure 20: Halifax bomber used by 192 Squadron, AWM Collection

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9.10.44 (October 9, 1844 [sic]) B.S. Operation 12

All B.S. operations were spoof raids to simulate a large bomber force (up to 1,000 bombers) and therefore no particular target is listed.

The idea (which proved successful) was mainly to get the German forces all geared up to attack this force and especially to get fighter planes airborne. We usually flew for 1/2 hour to 3/4 hour into enemy territory throwing “window” 13 down the chute at a rate of between 10 and 20 per minute – the number constantly varied so that no spoof raid looked the same on a radar screen.

At a set time, all 26 aircraft stopped throwing window, reversed course and ran for cover. On a radar screen it would just appear as though 1,000 bombers had disappeared into thin air.

In the meantime, the main bomber force would break through the jamming screen, set up by Stirling bombers from another squadron, and carry out their mission free of fighters as this main fighter force which had come to meet us would need to land and refuel before it could go up again to attack the main force.

As a general rule, BS raids of about 3 1/2 hours would have been into Northern Germany, west of Kiel, while the longer raids would have been in the southern region.

12 B.S. = Bomber Support (“window” spoof raids)
13 “Window”, up until late 1944, was like tin foil strips about 3 feet long and 2 inches wide in bundles of 20. Late 1944, metalized nylon streamers (packets of three) each with their own paper parachute were introduced – much more efficient, stayed in the air longer and plotted more clearly as an aircraft on a radar screen. These spoof raids were carried out about 100- 150 miles from the real target.

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26.10.44 (October 26, 1944) Leverkusen S.D.14 operation.

This raid was carried out by R.A.F. in conjunction with a U.S.A.F. target a little further to the south.15 The special W/T (wireless / telegraphist) operator had the job to search for frequencies being used by German fighters and also to plot positions of the jamming towers which interfering with tank communications on the ground. It was my job to code and transmit these messages back to base.

Not a very dangerous mission – just along the edge of enemy territory and only the Special W.O.P. had to work hard.

[Illustration]
Figure 21: Bombers over target, AWM collection

14 SD = Special Duties
15 Pre- and after-raid meals consisted of bacon, 2 eggs, chips and bubble and squeak (fried patties of leftovers). This was the only time this meal was served and was a luxury in England in war time.

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2.11.44 (November 2, 1944) Dusseldorf

4.11.44 (November 4, 1944) Bochum

Both large industrial cities in the north of the Ruhr.

Loaded with 8- 250 lb bombs and 3/4 of a bomb load of jamming equipment our job was to be about the middle of the bomber force with 3 main purposes: a) jam radio control of the fighters, b) search for new frequencies in use and tape some of the sound, c) jam the frequencies which operated the radar controlled searchlights.

We always flew about 1,000 ft above the main bomber stream to give it a better cover against fighters which used small radar devices to guide them onto target.

Note: Radar controlled searchlights were light blue in colour. They were deadly and almost impossible to shake off. Once one picked up a bomber, 2 or 3 other manual lights would join in, cone the A/C16 and fighters or flak would finish it off.

Before this could happen, our special WOP in each of the 192 Squadron planes would find the frequency, turn on the jammers, and these searchlights would just wave about aimlessly in the air. If they switched to another frequency our special WOP would find it and switch the jammers over. It was virtually a battle of wits.

10.11.44 (November 10, 1944) BS Raid

We were targeted to Stuttgart (Southern Germany) but one of our motors lost power just as we crossed the France/Germany border.

We were only approved for 1/2 raid as we didn’t get far enough into enemy territory.

16 A/C Aircrew

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[Illustration]
Figure 22: Air Crew Window, Hall of Remembrance, Australian War Memorial

21.11.44 (November 21, 1944) S.D. Ops Western Germany

Although only a small mention in my log book, it turned out to be an outstanding success. The main 500 bomber force attacked Hamburg. Our special WOP had the task of making a frequency search (radar), 1000 feet above the bomber stream in the area of Bremen. Towards the end of the raid, he discovered an unusual and different signal much stronger than normal.

He tried to jam it out and gave me the frequency to transmit back to H.Q. who I now know also jammed it with the powerful land-based jammer near Dover.

Result: On that raid on Hamburg, we lost 96 A/C out of the 500 and as we found out later, the lucky discovery of the special WOP and both his and my prompt action probably saved the lives of many more. The Germans had introduced a new weapon. A cannon was mounted vertically behind the pilot. With the use of radar he was able to fly under you, increase height to firing range, maneuver [sic] to get the blip on the center [sic] of two crossed lines on a small radar screen in his cockpit, press the button, and down went the bomber.

The next night a 1000 bomber raid was sent on Hamburg again and only 4 bombers were lost. Needless to say the special signal was closely monitored and jammed every time it reared its ugly head.

The special WOP won the DFC for his work and I was recommended for a commission to rank of P.O.17

26.11.44 (November 26, 1944)
BS Operation down into Southern Germany.

Used a belly tank of extra fuel for the first time. After the tank was emptied it was discarded somewhere over France. Most of the bomber squadrons used the same thing on very long raids. It was often said that every little kid in Holland,

17 DFC – Distingushed [sic] Flying Cross; PO = Pilot Officer

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Belgium and Eastern France must have had a canoe, as that was their approximate shape.

From memory on this raid, the main bomber force attacked Mannheim – a big industrial centre and rail junction while we made a spoof raid on Stuttgart to the south.

1.12.44 / 2.12.44 (December 1 & 2, 1944) BS Operations

Short window dropping raids into N.W. Germany with very little time spent over enemy territory.18

5.12.44 (December 5, 1944) BS Operation

Slightly longer window dropping mission in the area of Bonn while the main bomber force attacked Essen.

6.12.44 (December 6, 1944) Merseburg

Purpose was to wipe out “Heavy Water” factory along with those making components for the atom bomb.

Went in with the pathfinders 19 jamming radar controlled searchlights and a constant across-the-dial frequency search. Circled target for the whole raid and went out with the tail.

Air Test of X

Testing adjustments of new engines and the mid-upper gun which wasn’t working as well as it should.

18 Old X was taken out of service and replaced by a new Halifax Mark III which we flew on this raid.
19 Pathfinder force was a handpicked squadron which marked the targets with coloured flares. The leaders would patrol at low level to check accuracy. When areas had been bombed to his satisfaction he would mark other areas with a different coloured flare and direct the bomber force over to it by radio. The most famous of the leaders was Guy Gibson.

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17.12.44 (December 17, 1944) Ulm

The most gigantic oil fire I have ever seen. The French underground had got the message through to H.Q. that there would be 15 train loads of fuel (in many disguises) in the rail yard heading for the Italian front – and they weren’t wrong!! You could still see the glow of the fire as we neared the coast on the way home.

18.12.44 (December 18, 1944)
BS Window Operation in about the area of Frankfurt.

28.12.44 (December 28, 1944) Bonn

One of the heavy industrialized cities of the Ruhr Valley. Ours was the usual job of jamming and frequency search and one where we went in with the pathfinder force.

An interesting point to mention here – England had the heaviest snowfalls for many years. Giant Yankee snow ploughs had been working constantly from Christmas Eve to keep the runways clear so that all raids could be carried out as planned.

[map]
Figure 23: Location of Raids

1 [underlined] Cherbourg to Amsterdam [/underlined]
2 [underlined] Kiel [/underlined]
3 [underlined] Stuttgart [/underlined]
4 [underlined] Leverkusen [/underlined]
5 [underlined] Dusseldorf [/underlined]
6 [underlined] Bochum [/underlined]
7 [underlined] Bremen [/underlined]
8 [underlined] Bonn [/underlined]
9 [underlined] Merseburg [/underlined]
10 [underlined] Ulm [/underlined]
11 [underlined] Frankfurt [/underlined]

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30.12.44 (December 30, 1944) Cologne [Kóln] – same as for Bonn.

A huge cathedral was used as a focal point to make accurate bombing runs.

2.1.45 (January 2, 1945) Nurnberg [Númberg, Nuremberg]

We were not given too much information on this one. Apparently the Russians had captured Prague and were heading east. Intelligence and photo reconnaissance showed a large build-up of troops and supplies which were our target. It was the first time we had been issued with a large English flag, front and back and “Ya Anglisharmin” 20 (Russian for “I’m an Englishman”) printed on it. Unfortunately the special equipment went faulty and we didn’t reach target.

14-1-45 (January 14, 1945) Merseburg

Another raid on the “heavy water” and atomic parts factories which had started to get back into operation. This was the first time we had deliberately flown off course to have a look at the lights of Sweden – a glorious sight when you have been so used to the “blackout” in England. Also, another first by German long range fighters as the bombers stream returned from the raid, these fighters took up positions amongst the bombers and crossed the English coast practically undetected – they just look like another bomber which had forgotten to switch on the IFF equipment 21, a small box (8”x6”x6”) with dial and switch. This was switched on by the WOP as we crossed the Dutch coast and I believe it transmitted your aircraft letters and code for the night. As bombers flew in a fairly similar direction, any craft not emitting this signal which zigzagged across the line of bomber flight was classed as a “bandit” and the warning broadcast immediately. These fighters would stay in the stream till circuit lights were switched on and bombers circling to land, they would then attack, shoot down as many as possible in one sweep of the

20 Name of the jacket phonetically spelt.
21 IFF (Identification, Friend or Foe)

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drome and then scram. Fortunately, our ground operators acted swiftly. If the aircraft didn’t respond to the warning “switch on IFF” they would immediately give the call “scram bandits” repeated over and over. Pilot would instantly open throttles and fly west out of fighter range. We were diverted to Tangmere (north of Plymouth) but shortage of fuel became a great worry. We had hardly touched down when one of our motors cut – out of fuel.

[photograph]
Figure 24: Halifax bomber refueling [sic], Foulsham, England, AWM Collection

So what was going to be one of those routine flights became very hectic. To make matters worse, on return to base we were told one of our planes had been shot down by the bandit. We did see the explosion just before the “bandit” call but didn’t link it up at the time.

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16-1-45 (January 16, 1945) Magdeburg

The first of the decoy nuisance raids. Loaded with eight 250 lb. bombs, we were given eight towns to bomb by H2S (form of radar). It was a night when no other aircraft were even able to get off the deck – pea soup fog from the ground to about 18,000 feet.

Our squadron (26 aircraft) would fly across Germany like “Brown’s Cows” to a set starting point (in this case Magdeburg) and then follow a route over the industrial towns especially those in the Ruhr Valley. Our bombs would be dropped at 5-10 minute intervals for the purpose of just keeping everyone awake. It was a beautiful sight up there above the fog – clear starlit sky above and a thick blanket of blowing grey and white clouds below.

The tricky, dangerous and frightening part was getting your plane up and down again safely. For this purpose, our drone was fitted with FIDO22 could be likened to a giant gas ring around the perimeter of the (aero)drome and a line of gas jets up each side of the runway. It burnt 30,000 gallons of petrol an hour and the intense heat lifted the fog to between 500-1,000 feet. This enabled you to take off and fly through the cloud by instruments. To get down again, we flew to where the glow appeared at the top of the cloud bank and then flew round and round this glow until you broke cloud and were able to see the drome and come into land. It looked and felt as if you were going down a spiral staircase in a plane with the yellow glow as the central pillar.

Great care had to be taken on landing to ensure

22 FIDO (Fog, Incendiary, Dispersal of)

[photograph]
Figure 25: Airmen Memorial, Australian War Memorial

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your wings didn’t stay over the flame for too long or else you would go up in smoke. The ground staff crew would watch each plane come in and cheer when you made it successfully.23

22-1-45 (January 22, 1945) Gelsenkirchen

Being a heavily industrialized city in the north of the Ruhr Valley, it was heavily guarded. Quite an amount of parts was made here for tanks, guns and aircraft as well as a large ammunition factory. It was the only raid I was on where the German Brain’s trust had outwitted British Intelligence. A large lake in the center [sic] of the town was used as a focal point for allied bombing runs. The Germans had somehow covered this lake over with some sort of covering. Over a forest are four or five miles east, they had covered the area with a white substance resembling the shape of the lake. The first half of the bomber force had completed their bombing before the pathfinder leader who flew down low over the target noticed the mistake. He quickly laid new colored [sic] flares in the correct position and directed the rest of the bomber force onto them. It was also the first time we were attacked by a fighter and had to fly down in corkscrew fashion to shake him off our tail. Action was successful and it missed with the one burst it fired at us.

3-2-45 (February 3, 1945) Dortmund

Another of those dicey FIDO nuisance raids described (see Magdeburg) previously.

5-2-45 (February 5, 1945) SD Patrol

An interesting experience in daylight with the changing escort of nine spitfires, we flew down parallel to the Rhine River just behind our own lines. Three tank communication jammers newly erected to hide the allied advance towards the Rhine were plotted by our special radio operator. I transmitted these

23 Each ground staff crew were very proud of the 5 or 6 planes they had to maintain and looked after them like babies (no union rules here!)

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positions to intruder H.Q. in France. Fighter bombers with cannons and small bombs went in to blow them up. This they did successfully as none of them were operating when we returned from the south of France.

7-2-45 (February 7, 1945)
Dortmund Emms Canal

A follow up of previous raids into this area. The aim being to prevent repair work and keep the area flooded so as to bog down enemy vehicles while the allies continued their thrust through Belgium and Holland along the north coast. Also interesting was that apparently for reasons of economy, allied intelligence discovered that Germany was making no anti-aircraft 24 shells which exploded between 6,000 and 10,000 feet so this raid was carried out at 9,000 feet for more accuracy. It must have frustrated the gunners as there seemed to be very little A/A fire after the first five minutes or so of the raid. This actually was the beginning of the end with our three pronged attack gaining momentum – Italy overrun and Allies pouring into S.W. Germany.

Troops pushing towards Remargen in the center [sic](became known as the “Battle of the

[Illustration]
Figure 26: Wireless Operator, Bomber Command, AWM Collection

24 Anti‐aircraft also noted as A/A

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Bridges”, where paratroops were used to capture bridges over the Rhine before the Germans could blow them up). Thrust along the north coast to capture the seaports.

8-2-45 (February 8, 1945) Stettin (Szczecin, Poland)

One of those long, worrying raids deep into North Germany, nearly all raids now were either attacking industries or wrecking transport systems. American daylight raids became more successful as German morale decreased. Very little “window” spoof raids and two or three times a week, raids were made to assist the Russian advance. This was a thousand bomber raid to hit factories and to put out of action the big rail yards where there was a big build up of supply transports – probably for the Russian front. We carried out our usual jamming and frequency search and on this raid a “slight mathematical error” was made so as to see those beautiful neon lights of the Swedish cities on the way back home.

13-2-45 (February 13, 1945) Bohlun (Bóhlen)

Our underbelly jamming gear suffered a fluke hit by stray flak so we returned early. Dropped our bombs in the North Sea.

14-2-45 (February 14, 1945) Chemnitz - Big industrial city near the Czech border.

The trip there was uneventful but then the trouble started. We were hit over target by an apparently sabotaged shell. It put the port outer motor out of action but went right through without exploding as it should have. We lost height from 22,000 feet down to 12,000 feet and at first contemplated whether to go into Russia or head for home. We chose the latter but were hit again near Kassel. We lost power in the other port engine and thought we were going to crash. We took up crash positions (behind center [sic] mainstay of the wings) but the skipper managed to level out between 2,000 and 3,000 feet. We changed course and headed for Remargen where the nearest allied troops were. Both German and allied small arms

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fire opened up at us, but fortunately very little damage was done. I had a sore finger sending out distress calls and firing distress flares. Unable to get the wheels down, we made a belly landing near Jevoncourt (French territory) – very thankful to have made it.

20-2-45 (February 20, 1945) – Dortmund

A search and jam mission from normal bracket (22,000 feet). A “clean-up” of repaired and undamaged areas at the southern end of the main canal. This was also the month of the now famous “Dam Busters” raid made for the same purpose as ours – to flood the area and put the massive canal systems out of operation. It was found after the war that these raids on the dams and canals were probably the most successful and effective raids of the war. Just near the finish of this raid, our portside tail fin was badly damaged by flak and was almost non-existent when we reached home. Ground staff worked through the night and had the plane fully repaired, ready for an air test by 8:00 am the next morning.

22-2-45, 26-2-45 (February 22 & 26, 1945) - Air Test and Cross-Country

X-ray, being a new plane, was fitted with new specialist equipment and both these flights were for the training of the special operators in its use. It was very “hush, hush” equipment. We never found out exactly what it did only to be told it was more sensitive, accurate, quicker and easier to handle than the old gear. Thinking back, it could have been a video tape machine which recorded the graphs on the dial as well as the sound, which was all that had been recorded previously.

2-3-45 (March 2, 1945)

Flew as W.O.P for the station commander over to H.Q. near King’s Lynn. This was an area loaned to the Dutch people. It was the first time I had seen tulips grown in a commercial way with long strips of color [sic] all over the place. It was just like a

[Illustration]
Figure 27: Australian soldier, Hall of Remembrance, Australian War Memorial

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giant, beautiful, multi-colored [sic] patchwork quilt. It was the way the Dutch saved the more valuable bulbs when their country was overrun by the Germans.

3-3-45 (March 3, 1945) – Ladbergen

Another of the constant raids made to prevent the making of an atom bomb. The underground movement which was growing in Germany seemed to play a big part of the timing of these “heavy water” factory raids. For us, it was the normal search and jamming formalities, but now with the new specialist equipment in operation. Back home on the circuit ready to land we had another “bandit” scare and finished up in Western Zoyland for the night. On the way home, our hydraulics developed a fault and we landed on a Yankee drone [sic] at Northamstead (about miles from base). We were really well looked after for 1 1/2 days – beautiful meals, fresh fruit, free biscuits and cigarettes, an issue of Yankee under clothes, shirt and socks as we had been in the same clothes three days and getting a bit “on the nose”. After flying over to our drone to get parts, our place was repaired and we finally reached home.

7-3-45 (March 7, 1945) – Dessau

Another of those long, boring raids into Central Germany, wearing the “Union Jack” jackets in case we had to go on into Russia. This was another of those raids where a belly tank was used, another “off-course” to see the lights of Sweden and a “just make it” trip. As we were taxiing back to our parking bay after landing, a motor cut-out of juice.25

25 Many raids on places in the Berlin area (e.g. Magdeburg, Dassau, Mersburg) the flight in was made direct, skirting known bad flak areas; but on the way out, we often flew due north to the Baltic Sea and home over the North Sea our of fighter range. This was done mainly because the depleted German fighter force had been concentrated near the allied front in the west and the Russian in the east, leaving the north relative free.

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20-3-45 (March 20, 1945) – Bohlun (Bóhlen)

We returned early – I don’t remember anything about this raid.

23-3-45, 29-3-45 (March 23, 1945 and March 29, 1945) – Air Tests and Cross-Country

Both these flights were for training a new intake of special W.O.P.’s and to familiarize them in the use of the new equipment.

[map]
Figure 28: Location of Raids II

1 [underlined] Nuremburg [/underlined]
2 [underlined] Merseburg [/underlined]
3 [underlined] Magdeburg [/underlined]
4 [underlined] Gelsenkirchen [/underlined]
5 [underlined] Dortmund [/underlined]
6 [underlined] Stettin [/underlined]
7 [underlined] Bohlen [/underlined]
8 [underlined] Chemnitz [/underlined]
9 [underlined] Ladbergen [/underlined]
10 [underlined] Dassau [/underlined]

2-4-45 and 4-4-45 (April 2, 1945 and April 4, 1945) – Stade, Wiesenburg

I have listed these two raids together because although one is in the North and one in the South. Both raids were identical in

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everything except their length and the use of a belly tank on the latter raid.

We went in with the pathfinders and came out with the tail. Both had a heavy build up of troops and supplies for the respective fronts. Both were critical transport centers [sic]. Our job was the same – eight 250 lb. bombs, jam radar controlled search lights and that constant search by the W.O.P for any new activity over the radio.

Both towns received a hell of a going over with the pathfinder leaders constantly changing the area to be bombed with different colored [sic] flares.

TRIP TO HOLMSLEY SOUTH

Alan (the skipper) borrowed the squadron commander’s Oxford and he and I went to the wedding of his niece in Bournemouth.

8-4-45 (April 8, 1945) – Rosenburg

This was a spoof raid while the main bomber force bombed Berlin, which was always a heavily guarded target. Anywhere the German leaders were was always the same. The “window” I intend to give to the War Museum in Canberra was “saved” from this raid. We suffered another “bandit attack” and so ended up at Tangmere in S.W. England, returning to base the next day.

10-4-45 (April 10, 1945) – Plauen

Another of the raids wearing the Union Jack jacket and a raid to assist the Russians in their push to join up with the Yankee troops from the west. One of those long, boring raids which became common towards the end of the war. The Allied troops were trying to close off the South as quickly as possible to save the long deployment of troops from the main supply areas in France.

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13-4-45 (April 13, 1945) – Kiel

As we went in with the pathfinder force, they lit the target with red and yellow flares ready for the bombers. It was a sight I will always remember. All the ships and dock areas were lit in a pale red glow. Our job was to circle the target for the full-length of the raid to jam radar controlled search lights and ground radio communications as well as air to ground control of any new fighters which seemed few and far between.26 It wasn’t ten minutes before the whole area was ablaze and the target could no longer be seen through the smoke. Pathfinder leaders, flying low, marked untouched areas with green flares and redirected the bomber force.

[map]
Figure 29: Location of Raids III

1 [underlined] Stade [/underlined]
2 [underlined] Wiesenburg [/underlined]
3 [underlined] Rosenburg [/underlined]
4 [underlined] Plauen [/underlined]
5 [underlined] Kiel [/underlined]

26 Jamming ground radio communications was part of the job of this new equipment I spoke of earlier.

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The battleship “Admiral Schier” was sunk in this raid. We thought we may, like the navy, get salvage money (only £3 or £4) when an important vessel like this had been sunk. The hierarchy refused on the grounds that it wasn’t sunk because the roof of the bridge and the masts were still above water.

It was after this raid that we were grounded from missions as we had completed a tour of 32 operations, two more than required for the “Green Endorsement”. Funnily enough, we were crooked on this as the wing commander told us at tea the next night that our planes that had just taken off were part of a raid on Berchesgarten (Hitler’s hideout in the Austrian Alps). A 1,000 bomber raid was sent on this town (no bigger than Holbrook, New South Wales) to wipe it off the face of the map.

[map]
Figure 30: All Raids in Tour of Duty of F/O V. T. Hilton

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16-4-45 (April 16, 1945) – Air Test

This air test was the last flight we flew together as a crew and as a farewell gesture we did a low sweep over the drome and sprayed it with a few bundles of the old window that we found in the place.

[photograph]
Figure 31: Medals awarded to F/O Vaughan Hilton, from left - 1939-45 Star, Air Crew Europse Star, Defence Medal, British War Medal 1039-45, Australian Service Medal

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EPILOGUE

On completion of my service with the 192 Squadron, I was posted back to the Grand Hotel, Brighton awaiting sailing orders.

I was then granted indefinite leave and only returned to base when I ran out of money. I was in York when V.E. Day occurred and after helping out in the rush period at the Bay Horse Hotel, we spent the night from about 10 pm to 3 am dancing around the York Cathedral. Bands had set themselves up in each of the entry porticos and while one band had a spell, there were plenty of volunteers to take their place.

Other parts of my leave were spent in Edinburgh, Birmingham and Derby where my skipper and his wife lived. After 13 weeks leave I was finally recalled and sailed for home in another Dutch cruise liner – The Nieuw Holland.

[photograph]
Figure 32: Berthing Card for Nieuw Holland

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We came home by the Panama Canal, Honolulu, Wellington and Melbourne. We were marched from Spencer Street to the Melbourne Cricket Ground where the usual pre-leave preamble took place. After disembarkation leave and a stay in Heidelberg Military Hospital, where I met my future wife, I was discharged in late January, 1946 back to our civilian life.

[photograph]
Figure 33: V. T. Hilton after discharge, 1947

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[photograph]
Figure 34: Vaughan Hilton and Norma Young c 1947

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